KR100372771B1 - Apparatus for performing torque transmission system, control method and monitoring method of torque transmission system, and control method of torque transmission system - Google Patents

Apparatus for performing torque transmission system, control method and monitoring method of torque transmission system, and control method of torque transmission system Download PDF

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Publication number
KR100372771B1
KR100372771B1 KR10-1995-0003478A KR19950003478A KR100372771B1 KR 100372771 B1 KR100372771 B1 KR 100372771B1 KR 19950003478 A KR19950003478 A KR 19950003478A KR 100372771 B1 KR100372771 B1 KR 100372771B1
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KR
South Korea
Prior art keywords
torque
clutch
control
value
torque transmission
Prior art date
Application number
KR10-1995-0003478A
Other languages
Korean (ko)
Other versions
KR950033750A (en
Inventor
마카엘살렉케르
우베와그너
미카엘레우스켈
마틴라우세르
부르노뮐러
알폰스바그너
Original Assignee
루크 게트리에베시스템 게엠베하
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE4405719 priority Critical
Priority to DEP4405719.9 priority
Priority to DEP4418273.2 priority
Priority to DE4418273 priority
Priority to DE4425932 priority
Priority to DEP4425932.8 priority
Priority to DEP4437943.9 priority
Priority to DE4437943 priority
Application filed by 루크 게트리에베시스템 게엠베하 filed Critical 루크 게트리에베시스템 게엠베하
Publication of KR950033750A publication Critical patent/KR950033750A/en
Application granted granted Critical
Publication of KR100372771B1 publication Critical patent/KR100372771B1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B60K28/165Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101Infinitely variable gearings
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064Control of electrically or electromagnetically actuated clutches
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066Control of fluid pressure, e.g. using an accumulator
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/068Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H45/00Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02Selector apparatus
    • F16H59/0217Selector apparatus with electric switches or sensors not for gear or range selection, e.g. for controlling auxiliary devices
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02Selector apparatus
    • F16H59/04Ratio selector apparatus
    • F16H59/044Ratio selector apparatus consisting of electrical switches or sensors
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/664Friction gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205Diagnosing or detecting failures; Failure detection models
    • B60W2050/021Means for detecting failure or malfunction
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/02Clutches
    • B60W2510/0241Clutch slip, i.e. difference between input and output speeds
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/06Combustion engines, Gas turbines
    • B60W2510/0614Position of fuel or air injector
    • B60W2510/0623Fuel flow rate
    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60W2510/0657Engine torque
    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60W2540/00Input parameters relating to occupants
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00Output or target parameters relating to a particular sub-units
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
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    • B60W2710/105Output torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
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    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/20Reducing vibrations in the driveline
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/10System to be controlled
    • F16D2500/102Actuator
    • F16D2500/1021Electrical type
    • F16D2500/1023Electric motor
    • F16D2500/1024Electric motor combined with hydraulic actuation
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/70426Clutch slip
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/70Details about the implementation of the control system
    • F16D2500/704Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422Clutch parameters
    • F16D2500/70432From the input shaft
    • F16D2500/70434Input shaft torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/706Strategy of control
    • F16D2500/7061Feed-back
    • F16D2500/70615PI control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/706Strategy of control
    • F16D2500/7061Feed-back
    • F16D2500/70626PID control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H59/38Inputs being a function of speed of gearing elements
    • F16H2059/385Turbine speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015Transmission control for optimising fuel consumptions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0087Adaptive control, e.g. the control parameters adapted by learning
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • F16H2061/145Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14Inputs being a function of torque or torque demand
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H63/00Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46Signals to a clutch outside the gearbox
    • Y02T10/56
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/638Transmission control with clutch control
    • Y10T477/6425Clutch controlled

Abstract

Automotive processes and apparatus for controlling a torque transmission system with or without a load branch, in particular clutch torque which can be transmitted from the drive side to the output side of the torque transmission system. This control value is calculated and / or determined according to the drive torque.

Description

Apparatus for performing torque transmission system, control method and monitoring method of torque transmission system, and control method of torque transmission system

The present invention relates to a process for controlling a torque transfer system, a torque transfer system for performing a control process, and a torque transfer system inspection process.

It is well known in the automotive industry to support or change clutch processes with control or adjustment algorithms required when changing gear ratios or gears between the drive and gearbox unit. This makes the operation of the engine unit or gearbox unit easier, and the clutch process can be carried out with saving energy with careful treatment of the elements. Moreover, the control of the torque transmission system installed at the output of the automatic gearbox helps to ensure the regulation process and the protective function, for example in the case of conical pulley belt contact gearboxes.

From WO94 / 04852 a control process for a torque transmission system connected with an automatic gearbox is known. The torque transmission system has a load fork with a torque converter installed in parallel with the friction clutch. In this process, the driving moment supplied by the engine unit is separated into a hydraulic part delivered by the converter and a mechanical part delivered by a friction clutch such as a bridging clutch. The central control unit or computer unit calculates the torque transmitted by the friction clutch each time according to the relevant system operating conditions. The residual moment delivered by the hydraulic torque converter results from the deviation between the adjacent moment and the moment transmitted by the friction clutch and corresponds directly to the slip between the driver and the output of the torque transmission system.

This control process can only be used in conjunction with automatic gearboxes and coupling clutches. However, the introduction of automatic gearboxes is only sparse in many areas of use. Moreover, this kind of connection clutch is expensive and requires a lot of space. It is an object of the present invention to provide a control process that can be used in general, which is of high quality with obviously improved load change behavior for torque transfer systems.

Furthermore, there should be a cost savings as compared to conventional torque transmission systems. Torque delivery systems must also be provided to perform this kind of control process.

This is achieved because the clutch moment which can be transmitted from the drive shaft to the output side of the torque transmission system with or without a load fork is used as a control value calculated according to the drive moment.

The concept of moment matching is embodied here. The basic concept of this kind of process is to control the adjusting member such that the clutch moments that can be transmitted by the torque transmission parts are located directly above or below the drive moments which mainly occur on the drive side of the torque transmission system.

In general, torque transmission systems should be designed for two to three times the maximum drive moment of a driver such as an engine. However, the general drive moment for actuation is part of the maximum drive moment. The moment coincidence makes it possible to produce only the power to fasten the required coupling between the torque transmitting parts instead of the semi-permanent overpressure.

Another advantage is the use of control processes. Contrary to regulation, feedback of the condition values of the torque transmission system is not absolutely necessary. This is only used to improve the quality of the control but is not necessary to produce the function of the torque transmission system. The function of this kind of torque transfer system is the transfer of torque. Therefore, it is convenient to use a clutch moment that can be transmitted as a control value.

A feature of the advantageous design of the present invention is a sensor system for detecting measured values and a central connected to it, in the case of a process for controlling a torque transmission system with or without a load fork to control the torque that can be transmitted from the driver to the output side of the torque transmission system. There is a control or computer unit, in which the transmittable torque is calculated, adapted and controlled as a function of the drive moment so that the transmittable torque is controlled so that the deviation from the abnormal state is compensated regularly through correction.

Furthermore, it is desirable to be used for automobiles in the process of controlling the torque transmission system, where the torque transmission system is connected in the power transmission paths before and after the power flow devices connected to the driver and in the electric power transmission devices such as gearboxes, and from the driver to the torque transmission system. And a control or computer unit that controls the torque that can be transmitted to the output side of the sensor, and which is in signal communication with sensors or other electronics, wherein the torque that can be transmitted by the torque transmission system is calculated as a function of the drive moment and properly controlled. Deviations from the state are compensated in the long run through correction.

According to another design, the transmittable clutch moment is always within a predetermined tolerance zone for the slip limit since the control value can be controlled by an adjusting member provided with an adjustment value that is functionally dependent on the deliverable clutch moment. The slip limit is reached when the action of the torque occurring on the drive side exceeds the clutch moment that can be transmitted by the torque transmitting parts.

In particular, the process according to this design is the starting torque for hydraulic torque converters or automatic gearboxes with or without friction clutches or converter connecting clutches, or the torque connected before and after the infinitely adjustable gearboxes, such as rotary regulating clutches or conical pulley belt contact gearboxes. In the case of systems with load forks, such as hydraulic torque converters with a converter coupling clutch, the torque that can be transmitted by the clutch can be carried out because the torque that can be transmitted by one torque transmission system can be controlled like a transmission system. Determined by the equation.

Mksoll = Kme * Man and

Mhydro = (1-Kme) * Man

Where the two equations above apply when Kme≤1,

Mksoll = Kme * Man and Mhydro = 0 apply when Kme> 1

Kme = moment separation factor,

Mksoll = Target Clutch Moment

Man = Near Moment

Mhydro = moment that can be transmitted by the hydraulic torque converter and the moment difference between the moment (Man) adjacent to the torque transmission system from the drive assembly and the moment (Mksoll) that can be transmitted by the clutch is transmitted through the hydraulic torque converter. Where the minimum slip is independently adjusted between the actuator and the output of the torque transmission system according to the moment separation coefficient (Kme), and deviations from abnormal conditions are properly detected and processed to compensate for in the long term.

In a further variation of the process according to the invention, the torque that can be transmitted by the torque transmission system is controlled as a function of the drive moment so that an automatic gearbox such as a friction clutch or starting clutch or rotation control clutch or conical pulley contact gearbox or In the case of a system without a load fork, such as the torque transmission system of the infinitely adjustable gearbox, the torque Mksoll = Kme * Man, which can be transmitted by the friction clutch or the starting clutch, is detected so that the limited overpressure of the torque transmission parts is Kme≥ Is performed when 1

Furthermore, forks that can be transmitted by the torque transmission system are controlled as a function of the driving moment, so that there are no load forks such as friction clutches or starting clutches or torque transmission systems of automatic gearboxes or infinitely adjustable conical pulley contact gearboxes. In this case, the torque Mksoll = Kme * Man + Msicher, which can be transmitted by the torque transmission system, is detected so that while the Kme <1, the Hapok follows the behavior of a parallel connection torque transmission system such as a hydraulic torque converter through a support control loop. A part of the torque that can be transmitted is controlled through moment control, and the remaining torque is advantageously controlled by sliding through a safety moment (Msicher).

Furthermore, it is advantageous for the safety moment (Msicher) to be adjusted for each operating point.

Similarly, it is advantageous for the safety moment Msicher to be detected or controlled depending on the function of the sliding Δn or the throttle valve position Msicher = S (Δn, d).

Similarly, it is advantageous for the safety moment Msicher to be detected or controlled in accordance with Msicher = constant * Δn. Furthermore, it is advantageous that the torque separation coefficient Kme is constant over the entire operating range of the drive train. Similarly, it is advantageous that the moment separation coefficient Kme has an individual value detected from each relevant operating point or at least a relevant constant value each time at least part of the operating range, where the values of the different partial regions can be different.

Thus, it is possible to divide the entire operating area into subregions, where the Kme value remains constant in each relevant subregion, and the constant Kme value may be different in each operating region. Furthermore, it may be advantageous that the value of the moment separation coefficient Kme depends on the driving speed or the vehicle speed as a function.

According to the invention, it may be advantageous that the value of the torque separation coefficient Kme depends only on the speed of the drive assembly. Similarly, it may be advantageous that the value of the moment separation coefficient at least in part of the total operating area depends on the speed and torque of the drive assembly. Furthermore, it may be advantageous that the value of the moment separation coefficient Kme depends on the output speed and torque of the drive assembly.

Furthermore, it may be advantageous for a constant ideal clutch moment to be transmitted by the torque transfer system at each point in time. Thus, it may be advantageous that the deliverable clutch moment coincides with the generated moment.

This design has the advantage that the contact pressure of the torque transmission system does not always have to be maintained at its highest value. According to the prior art, torque transmission systems such as clutches are forced in multiples of the nominal engine torque.

The torque transfer that can be transmitted in an automated torque transmission system results in the control unit or actuator controlling the opening and closing process during switching or starting, and the control unit adjusting the transferable torque at each operating point to at least a value corresponding to the ideal value. Bring.

The transferable torque of the torque transfer system is controlled with overpressure so that the regulating unit or actuator does not always have to operate when the transferable torque is at its ideal value and the overpressure is advantageously within a small dispersion band with respect to the ideal value. It may be advantageous for the overpressure ΔM to depend on the operating point. In particular, it may be advantageous that the operating region is divided into partial regions and fixed for a partial region with a long contact pressure or a maximum overpressure.

In other embodiments of the invention it may be advantageous that the contact pressure or overpressure or clutch moment to be transferable is controlled to be variable in time. Similarly, it may be advantageous according to the invention that the transmittable clutch moment to be adjusted does not have a value below the minimum value Mmin. The minimum value may depend on the operating point or the operating area or time of operation. Moreover, moment matching can be performed by combining time varying matching with the minimum value along the operating point.

According to the invention, the operating point or the relevant operating state of the torque transmission system or the internal combustion engine depends on the engine speed and the throttle valve angle, the engine speed and the fuel ejection amount, the engine speed and the manifold under-inlet pressure, the engine speed and It may be advantageous to determine from the condition value calculated from the signals measured depending on the injection time or according to the temperature or friction value or the sliding or load lever or load lever inclination.

In a torque transmission system with an internal combustion engine installed on the drive side, the drive moment of the internal combustion engine is determined from at least one of the conditions of the operating point, such as engine speed, throttle valve angle, fuel injection, manifold under-inlet pressure, injection time or temperature. Can be determined. In another variant of the process, the torque (Man * Kme) adjacent to the torque transmission system on the drive side can be influenced or changed taking into account the dynamometer of the system, which is the mass inertia moment or free angles or damping elements. As a result it can be cooled through dynamic behavior.

It may be advantageous to provide a device that limits or affects the dynamometer of the system.

Similarly, it may be advantageous for the power of the system to occur to affect Man * Kme in the form of gradient limitations. Gradient constraints can be performed with limitations of acceptable increments. Gradient constraints may be implemented such that a change in time or rise over time of the signal is compared with a maximum allowable gradient or gradient function, so that the maximum allowable increment is exceeded, and the signal may be advantageously replaced by an alternate signal that is increased with a previously determined gradient. .

Furthermore, it may be advantageous to design the control or limit of the system power in accordance with the principle of the filter changing over time, the characteristic time constant or amplification varies over time or depends on the operating point.

The power of the system can be considered or processed together in the PT1-filter.

It is also preferable that the power of the system is indicated by the maximum limit, as soon as the threshold value is exceeded, the outlier is indicated by the threshold value, and thus the outlier does not exceed the maximum value indicated by the threshold value.

Furthermore, it may be desirable to have at least two devices connected in series for controlling the system, such as slope limitation and filter conditions. It may also be desirable to have at least two devices connected in parallel that affect the power of the system, such as gradient limits and filters. In particular, it is advantageous that the power of the second consuming device that causes the power of the internal combustion engine and the load fork to be taken into account when determining the drive moment Man. In this case, it is preferred that the relevant flywheel mass or mass moment of inertia of the elements be used to take into account the power of the internal combustion engine.

It may also be advantageous for the injection behavior of the internal combustion engine to be used or form the basis for power considerations of the internal combustion engine.

The deviation from the abnormal state in the area of the control process according to the present invention can be compensated in the long term by taking into account the compensation of the second consumption device or the correction or failure or source of failure.

It may be advantageous for the torque adjacent the torque transfer system on the input side to be detected or calculated as a deviation between the sum of the engine moment Mmot and the torques of the separate second consumption device. As the second consumption device, for example, a climate control or a dynamo or a servo pump or an operation support pump may be considered.

According to the present invention, system condition values such as engine speed and throttle valve angle, engine speed and fuel ejection amount, engine speed and manifold over-inlet pressure, engine speed and injection time, engine speed and load lever are defined as values of engine moment (Mmot). It may be advantageous to be used to determine this.

It may be advantageous for the engine moment Mmot to be detected from the engine characteristic field by the system condition values. Thus, system condition values may be used to determine the engine moment Mmot, and it may be desirable for the engine moment to be determined through the solution of at least one equation or one equation system. The solution of the equation or equation system can be performed numerically and detected from the characteristic field data.

Furthermore, a measured value such as the moment consumption or load fork of the second consumer device such as the voltage or current measurements of the dynamo or the switch activation signals of the associated second consumer device or other signals indicating the operational state of the second consumer device. It may be advantageous to determine from these.

Furthermore, it may be advantageous that the torque consumption of the second consumer device is determined by the measured values from the characteristic field of the second consumer device concerned. In addition, the moment consumption of the second consumer device can be determined by solving at least one equation or equation system.

According to the present invention, it may be convenient for the modified transferable clutch moment to be determined according to the moment equation Mksoll = Kme * (Man-Mkorr) + Msicher, where the modified moment Mkorr is a measure of the moments consumed from the second assemblies. Obtained from the correction according to the sum.

Furthermore, it may be beneficial to make corrections for failures that affect measurable system inputs. In particular, it may be advantageous for the process according to the invention that measurable failure factors are detected and at least partially compensated through variable adaptation or system adaptation. Moreover, it may be advantageous for measurable system inputs to be used to identify fault values or to compensate for these values at least in part through variable or system adaptation.

It is possible to use system inputs such as, for example, temperature, velocity, friction values, and slip to identify failure factors, correct them or at least partially compensate for them by adaptation or system adaptation.

In particular, it may be beneficial for the process that the compensation or correction of the measurable discharge factors is performed through adaptation of the engine characteristic field. In such cases, there may be a case where a failure value that is not required to be associated with the engine characteristic field is observed or registered but correction of this failure value may be beneficial through adaptation of the engine characteristic field. In such cases, the cause of the fault value is not corrected or compensated.

Through comparison between the abnormal clutch moment and the actual clutch moment, a correction characteristic line field can be created, and for each operating point, a correction value can be detected or detected from the engine characteristic field additionally or in addition to the value of the engine moment. It can be beneficial to be.

Moreover, it may be particularly convenient for an outlier and actual value analysis or measurement to be introduced to calculate deviations and corrections at other operating points of the entire operating area by means of the deviation detected at one operating point.

Moreover, it may be advantageous for the analysis or measurement to be introduced to calculate deviations or corrections at other operating points of the operating area limited by the detected deviation at one operating point. It may be advantageous for the limited operating areas to be defined in relation to the process according to the property field.

Advantageously, one embodiment of the present invention can be characterized in that the analysis and measurement for determining and calculating deviations and corrections at additional operating points takes into account the whole or limited operating area.

Moreover, it may be advantageous for the analysis and measurement to calculate deviations and corrections at other operating points to detect only partial regions around the actual operating point. In particular, it may be beneficial for the weighting factors to calculate different areas differently for the entire operating area since analysis and measurement for determining and calculating deviations and corrections are carried out at different operating points.

It may be advantageous for the weighters to be selected and calculated as a function of the operating point. It is also advantageous for the weighters to depend on the type and cause of the failure value.

Furthermore, it may be particularly advantageous that the time behavior is reflected in the correction value after determining the correction value or after evaluating the correction characteristic field. This time behavior may take into account, for example, the dynamic behavior of the system.

It may be advantageous for the time behavior to be determined through examination of the vibration frequency and the correction value, or for the time behavior to be determined at least via a digital or analog filter.

In particular, it may be advantageous for the time behavior to vary for different fault values or for different fault causes, ie when the associated filter is used, the parameters of the filter are adjusted according to the type and method of the fault cause. The time constants and amplifications of the filter are therefore adapted to the relevant failure sources to ensure the best possible adaptation.

It may be advantageous for the time behavior to be selected according to the correction value. In particular, it may be advantageous for the drive moment to be suitable for an adaptation process having a time constant that is larger or smaller than the time constants of the adaptation process of the clutch moment. It is advantageous that the time constant is not in the region of 1 to 500 seconds, preferably in the region of 10 to 60 seconds, more preferably in the region of 20 to 40 seconds.

In another embodiment, it may be convenient for the time constant to depend on the operating point or for the time constant to be selected or determined differently in the various operating regions. It may be advantageous that the correction or compensation of measurable fault values is carried out through the adaptation of the back transfer function of the transfer unit with the adjusting member.

In another advantageous process change, indirect measurable fault values, in particular the mean change of the respective components of the torque transmission system, are detected in that the characteristic values of the torque transmission system are examined and the actual disturbed variables are detected. Virtual causes that can be detected and corrected or converted into program modules are used to correct or compensate for the effects of the limits.

Furthermore, it may be advantageous that failures from unmeasurable influence values can be detected and compensated for by means of deviations from the condition values of the system. Moreover, failures such as mean change or aging or other unmeasurable influence values are detected from the measurable inputs, but it may be advantageous to recognize by observing the reaction of the system.

In addition, the observation of deviations or condition values or system reactions from system condition values may be advantageously calculated directly from other measurements in the process model.

It may also be advantageous to perform detection of deviations from process models calculated by reference characteristic fields and explicit reference characteristic values of the system.

In another advantageous development of the invention, the failure cause is minimized or resolved for compensation or correction of a failure detected from unmeasurable input values and the deviation of these failure causes is corrected or compensated. Moreover, it may be advantageous to resolve the cause of virtual failure, which is not necessary to respond to a failure in which the detected deviation is corrected for correction and compensation of the detected failure.

Advantageously, the solved fault cause may be a functional block that actually exists and also maintains corrective action while being a virtual fault model.

According to another embodiment of the present invention, the time path of the actual clutch moment can be observed and analyzed to see if a sentence regarding the type of error or the detection of the cause of failure or minimization of the cause of failure can be provided. It may be advantageous that adaptive correction of the fault value is always carried out.

In another advantageous design, the adaptive modification of the fault values is performed only at constant operating points or at constant operating areas or time domains.

Moreover, it may be beneficial for the adaptation to work when the control is not working. For example, when the moment one key is performed but the operating area to which the stop value is set is selected or practically present, the control does not direct or perform the operation of the adjusting member. Adaptation of variables in this operating area can be performed without performing actual control.

Furthermore, it is preferred that the adaptation process not be carried out in the characteristic operating ranges, especially in the case of extreme acceleration.

It is preferred that correction values of the adjustment values detected in the predetermined operating areas in which the adaptation process is performed in the operating areas without the adaptation process are used. Furthermore, for this process it is desirable that the pre-detected values for the adaptation process can be stored in the intermediate memory and recalled in the inactive adaptation state.

For another embodiment of the invention, it is convenient to be able to estimate from the correction values in the pre-detected operating areas with adapted and active adaptation of the fault values in the operating areas of inactive adaptation.

According to another process of the present invention, it is convenient for the virtual failure models or virtual failure values to be adapted for the area of the engine moment or the area of the net engine moment or the abnormal clutch moment after considering the second consumption device. Moreover, it is preferable that the transfer inverse function of the transfer unit with the adjusting member be used or operated as a cause of virtual failure. Moreover, it is convenient for the engine characteristic field to be used as the cause of virtual failure. In particular, it is desirable that virtual failure sources be used to define failure values, the root cause of which cannot be minimized as the average change in the area of manufacturing tolerances of the individual components.

Another concept of the present invention relates to a control process for a fork transmission system with or without a load fork, wherein the clutch moment that can be transmitted from the driver to the output of the torque transmission system is used as a control value, and this control value is a transmission clutch. Because the adjustable clutch is functionally dependent on the moment and is controlled by the adjusting member, the transmittable clutch moment is always within a predetermined tolerance zone around the sliding limit, where the sliding limit is the action of the torque generated on the drive side. It is reached exactly when it exceeds the clutch moment that can be transmitted by them.

Furthermore, it is preferable that one value is set to the adjusting member as an adjustment value corresponding to the clutch moment transferable between the torque-transferred parts of the torque transmission system.

In another advantageous embodiment of the invention, the adjustment value is determined in accordance with the deliverable clutch moment, and a deviation is formed from the drive moment value and the correction value in order to calculate the deliverable clutch moment, the correction value being torque It is increased or decreased in accordance with at least one condition value of the delivery system.

Furthermore, the correction value is increased when the sliding speed is below the predetermined sliding threshold depending on the differential speed and the sliding speed between the driver and the output speed, and when the sliding speed is above or another predetermined sliding threshold. It is desirable for the correction value to decrease.

Furthermore, as long as the sliding speed is below the sliding threshold, it may be advantageous to gradually increase the correction value and to decrease it step by step while the sliding speed is above one or another sliding threshold. There are stops of adjustable length that remain constant at the initial set value.

Moreover, it may be advantageous that the times at which the drive speed exceeds the output speed by the limited sliding speed are recognized as the sliding stages and that the correction value is adjusted to the limiting value at each sliding stage.

In the convenient design of the present invention, the times at which the driving speed exceeds the output speed by the limited sliding speed are recognized as sliding steps, the relevant correction value having the maximum sliding speed is stored in the intermediate memory and at the end of each sliding step. The actual correction is replaced by the stored correction.

It may also be advantageous for the correction value at the end of each sliding step to remain constant at the relevant value for a fixed time. According to another design of the present invention, the adjustment member has at least one partial region in which all possible transferable clutch moments are included or at least one predetermined value is assigned to all transferable clutch moments for the adjustment member. It may be advantageous to provide a predetermined value depending on the characteristic field or characteristic line.

Furthermore, it may be advantageous that a deviation is formed from the drive moment value and the correction value in order to calculate the deliverable clutch moment and this deviation is increased by the moment value depending on the slip.

According to another design of the present invention, the relevant actual value of the deliverable clutch moment is compared with a comparison moment value consisting of a pre-detected deliverable clutch moment value and an additional fixable limit value, and the associated smaller moment value is determined according to the comparison. It may be advantageous in that the increase of the actual clutch moment is limited in the form of a slope limit in that it is given to the adjusting member as a value.

For example, various state values such as engine speed, throttle valve angle and suction pressure are detected from an internal combustion engine installed on the drive side of the torque transmission system, and from these relative values the characteristic lines or characteristic line fields in which the drive moment of the internal combustion engine is stored. It can be particularly advantageous to be detected by. Moreover, the load forks present between the driver and the torque transmission system are observed at least in part or at least temporarily, and the resulting measurements are used to calculate the actual driving moment on the drive side of the torque transmission system.

It is advantageous that the characteristic line fields, which are used to calculate a part of the driving moment and the transferable clutch moment according to the proportional coefficient, are also determined from the characteristic lines. In a torque transfer system without a load fork it may be convenient for the load fork to be imitated via a second control program.

According to the invention, it may be advantageous in particular that measurable fixed values, such as temperature and speed, are at least partly detected and compensated through variable adaptation or system adaptation.

In another embodiment of the present invention, indirect measurable failure values of the control process, in particular the aging and average change of individual components of the torque transmission system, are examined for various conditions of the torque transmission system and the actual disturbance according to this inspection. The identified variables are recognized and corrected and detected in the sense that virtual failure sources that are converted into program modules are used to correct and compensate for the effects of the failure values.

Moreover, it may be advantageous that the first engagement of the clutch is possible only after checking the user authority.

It may also be advantageous for a display, such as a user indication, to be controlled in accordance with the state of the control process so that a switching command is given to the user. It may be advantageous that this switch order can be carried out via an indication in an optical or acoustic manner.

It may be advantageous for the drive unit to be stopped and restarted as necessary as soon as the stop phases of the vehicle are recognized by measuring important operating values such as accelerator pedal or gearstick position or speed and exceeding a limited time.

Furthermore, it may be advantageous for the operating steps of the torque transmission system with minimum value or no load test to be recognized as the freewheel stage, in which the clutch is opened and at the end of the freewheel stage the clutch is closed again. The end of the freewheel step can be made or recognized, for example, via a detected change in load lever position or load lever inclination.

According to another design of the present invention, a control process is used to support the anti-blocking system so that the clutch is completely detached in response to the ABS system. Furthermore, it is preferable that the adjusting member is controlled in certain operating areas after pre-adjusting the anti-slip control.

The invention relates not only to the torque transfer system control process described above, but also in particular to a torque transfer system for transferring torque from a driver to a power unit, wherein an internal combustion engine, such as a motor, is installed at the drive and a gearbox is installed at the output. The torque transmission system has a clutch adjusting member and a control unit.

Moreover, the present invention relates to a torque transfer system which can be controlled by the process described above and used to transfer torque from the driver to the output, wherein the torque transfer system is associated with a power box or gearbox of a drive unit such as an internal combustion engine. The torque transmission system is connected back and forth on the output of the power flow of the same variable transmission, and the torque transmission system also includes a torque converter with a clutch or coupling clutch, or a safety clutch that limits the torque, adjustment member and control device that can also transfer the starting clutch or rotation adjustment clutch. Has a back. Furthermore, it is preferable that the clutch is a self adjusting clutch. Similarly, it is desirable for the clutch to automatically compensate for wear of, for example, friction linings.

In the case of one embodiment according to the invention it is preferred that the torque transmission system has a clutch, an adjustment member and a control unit in order to transfer the torque from the driver to the output, wherein the clutch is adjusted via a hydraulic pipe having a clutch accommodation cylinder. And the adjusting member is controlled by the controller.

It is also preferable to use an adjusting member having an electric motor acting through an eccentric on a hydraulic electric cylinder attached to a hydraulic pipe connected to the clutch, and a clutch hardness sensor is also provided in the housing of the adjusting member.

In view of the space saving solution for the arrangement of the device according to the invention, it is preferred that the electric motor, the eccentric, the electric cylinder, the clutch path sensor and the control and load electronics be installed inside the housing of the adjustment member.

In addition, it is preferable that the axes of the electric motor and the electric cylinder are installed in parallel with each other. In particular, it is preferable that the axes of the electric cylinders, such as electric motors, be installed in parallel to each other in two different planes so as to be dynamically connected through an eccentric.

Furthermore, it is preferred that the axis of the electric motor extends parallel to one plane formed by the plates of the control and load electronics.

According to another embodiment of the torque transmission system according to the invention, the function mode of the torque transmission system can be optimized by installing a spring so as to be centered with the axis of the electric cylinder in the housing of the adjustment member. Preferably, the spring is installed concentrically with the shaft of the electric cylinder in the housing of the electric cylinder. It is preferable for the function of the device according to the invention that the spring characteristic curve of the spring is adapted such that the maximum power applied by the electric motor is equal in magnitude in the direction of pulling and pushing for the engagement and disengagement of the clutch.

Moreover, it is desirable that the resulting power path of forces acting on the clutch be designed to be linear throughout the engagement and disengagement of the clutch. According to another embodiment, the power requirement is thus minimizing the size of the electric motor. The power required for the clutch disengagement process is because the spring actuation assists the detachment process and the electric motor can be made with a weaker output. It is determined for the measurement of the electric motor used because greater power action is required than for clutch engagement for the disconnection process. The use of springs in the electric cylinder system eliminates the need for additional space through the springs.

Furthermore, it is desirable that the electric motor acts together with the motor output shaft through a worm on the segment wheel, and the crank is attached to this segment wheel and the crank is dynamically connected to the piston of the electric cylinder via the piston rod, so that the tension can be transmitted. . It is also desirable for the worm to form a self-locking gearbox with the segment wheel. However, the present invention involves not only the torque transfer system control process described above and the torque transfer system itself but also a measurement process for a torque transfer system with a manual gearbox, wherein the relevant gear lever positions and the drive on the drive side are involved. The drive moment of the unit is detected in the sensor system, at least one matching gear lever signal and at least one comparison signal are recorded, and several possible characteristics of signal paths such as deviations are recognized and identified as conversion intentions, A degree signal is provided to the clutch actuation system on the output side.

According to the invention, it is preferred that at least one gear lever signal is evaluated to detect the gear and this data is used to confirm the switching intention.

The inspection process determines the gears that are coupled in time that this data can be used to determine the comparison signal. Thus, a process is provided where all possible switching intentions of the user are recognized with rubber and reliability without the need for a specific sensor. The automatic torque transfer system needs initial data on possible switching intentions in order to release the clutch at the correct time.

It is preferable that the gear lever signal and the comparison signal are evaluated so that intersections of these signal paths are detected so that the switching intention signal is sent as a clutch operation signal on the output side. There is no need for expensive software or hardware when only two signal paths are examined or evaluated for intersections to detect conversion intent.

According to the invention, it is advantageous for the selection path to be distinguished between the conversion lanes and the conversion path in the shift gearbox, where the conversion path and the selection path can be detected in order to determine the relevant gear lever position.

Since a single input value, such as a drive moment, can usually be determined already, no additional sensor system is needed to form the comparison signal. Since the comparison signal is formed from the filter signal which increases and decreases by the constant value and the offset signal, it is guaranteed that the gear lever signal and the comparison signal cross only when there is an actual switching intention.

If an intersection is detected, the presence of a switching intent is detected when evaluating the two signal paths of the gear lever signal and the comparison signal, where the switching intention is proved by the switching intent counter. It is ensured that there is a certain time between the recognition of the conversion intention and the transmission of the conversion intent signal through the claimed conversion intention counter which determines whether the conversion process is actually introduced. Thus, the torque transmission system is effectively prevented from accidental release. The gear lever signal is filtered to form a filter signal with an adjustable delay time.

In particular, it is preferable that the gear lever signal can be processed to form a filter signal together with the PT1-behavior. Furthermore, when the gear lever signal is examined and the change in the changeover path in the limited part area of the gear lever path is evaluated in the fixable measuring period, the changeover intention is sent to the devices on the output side when the fixable changeover change threshold decreases. Is preferred.

The gear lever signal used to determine the transition intent passed can be adapted by individual adjustable filters which can be used universally via variables so that most variable torque transmission systems can be inspected through the same process. . It is desirable to fix the measurement time so that it is always greater than half of the vibration time or vibration amplitude of the gear lever which is not operated during driving.

It may be convenient for the limited partial region of the gear lever path to be outside the gear lever path regions in which the non-operating gear lever is moving when driven. In order to carry out the process according to the invention, it is necessary that the length of the measurement times can be fixed in accordance with the formation of the average value of the gear lever oscillation periods by averaging the gear lever oscillation times.

In another embodiment of the invention, it is possible to detect whether the gear lever vibrates freely during operation or more particularly when there is an action applied, and in particular several vibration behaviors, and the formation of an average value to determine the length of the measurement periods is such an inspection. It can detect whether it is performed according to the result of. In addition, it is preferable that the direction of movement of the gear lever is detected, and when the direction of movement of the gear lever is changed, the control signal is transmitted to the switch intention counter and the given switch intention signal is canceled. Thus, the direction of movement of the gear lever is additionally observed and in the case of the change of direction the switching intention signal given as a result of the vibration of the gear lever is canceled.

Furthermore, it is preferable that the comparison signal is selected according to the typical operating vibration amplitude of the non-operating gear lever of the torque transmission system to form the comparison signal. It may also be advantageous for the delay time at which the filter signal is formed to be suitable for the oscillation frequency of the gear lever which is not activated during driving.

According to the present invention, it is preferable for the control process that the control signal is transmitted to the switching intention counter when the drive load is measured and exceeds the fixable drive load. Therefore, when the torque adjacent to the engine side is increased, the clutch can be prevented from opening and closing undesirably. It is also preferred that the offset signal is used in accordance with the relevant throttle valve angle of the internal combustion engine used as the drive unit.

According to the invention, it is convenient that the switching or selection path of the gear lever is detected by the potentiometer. Further, it is preferable that the switching or selection path of the gear lever is detected by the potentiometer in such a way that the gear position can be recognized by the potentiometers.

The present invention includes a process for controlling a torque transfer system having a device for controlling the torque transfer system as well as the torque transfer system control process described above, wherein the torque transfer system has an output side and an electric variable in the power flow of the drive unit. Installed on the input and output side of the power flow of the device, the electric variable device is provided with a connecting device for transmitting torque from the first device to the second device, where the first device is dynamically connected to the gearbox input shaft, 2 The device is dynamically connected to the gearbox output shaft, the connecting device is frictionally connected to the first and second devices through the connecting pressure or tension, the connecting pressure or tension of the connecting device is controlled according to the operating point, torque transmission The system is sized at each operating point

It is characterized in that the connecting device of the electric variable device is controlled so as not to slip while matching the torque and the moment which can be transmitted. Thus, since the slip limit of the torque transfer system is controlled at each operating point, the slip limit of the connecting device is always larger, and if the torque is too large, the torque transmitting system always slips before the connecting device slips.

Furthermore, the connection pressure or tension of the coupling at each operating point is determined by the constant forcing of the engine or the load fork associated with the second consumption and additional safety tolerances, and the transmittable torque of the torque transmission system is controlled according to the operating point. It is desirable to allow the torque transfer system to slip before the torque deliverable by the torque transfer system reaches the slip limit of the connecting device in the case of torque fluctuations.

In particular, it is convenient that the slip limit of the torque transmission system at the operating point is controlled to be lower or lower than the slip limit of the linkage of the motor variable drive.

Furthermore, it is desirable that a torque transmission system with a slip limit depending on the operating point isolates or attenuates torque fluctuations and torque shocks on the drive or output side and protects the connection against slippage. Sliding of the connecting device can be prevented in the cases described above, where the sliding of the connecting device can lead to the destruction of the connecting device and thus to the failure of the gearbox.

According to the present invention, a safe reserve torque that can be matched or adapted to the transferable torque can be controlled by controlling the connection pressure or tension of the connecting device depending on the operating point and controlling the transferable torque of the torque transmission system in addition to the continuous torque. It is convenient to consider. In this case, adapting the safety moment, it can be carried out in that the design of the safety spare fork can be lower than compared to the prior art. In particular, it is desirable that the safety reserve torque of the connection pressure or tension be as low as possible as a result of the slip prevention of the torque transfer system.

In particular, it is convenient for the torque peak to simply slide the torque transmission system. Thus, it is possible to block, damp or filter the torque shock on the drive or output sides, which may occur in the extreme drive state and destroy the connecting device.

The present invention relates not only to the process described above, but also to a device controlled by the above-mentioned process, such as a motor-variable device, which may be a gearbox which can be continuously variable. In particular, it is preferable that the electric variable speed gear is a conical pulley contact type continuously variable gearbox. It is also preferred that the torque transmission system, which is part of this arrangement, is a friction clutch or converter coupling clutch or rotation control clutch or safety clutch. The clutch may be a dry or wet clutch. Moreover, it is convenient for the adjusting member to control the transferable torque to be controlled electrically or hydraulically or mechanically or by air pressure, and the control of the adjusting member is made through a combination of these characteristics.

The invention relates to a device having at least one sensor for the combined transmission of a gearbox or for the detection of a coupling gear as well as the process described above, wherein a central computer unit processes the sensor signals and calculates the gearbox input speed. For this calculation, it is necessary to consider shifts such as differential shifts.

The detected wheel speeds are averaged, and the gearbox input speed is preferably determined or calculated from this average signal by transmission in the drive train and gearbox transmission. It is preferred that 1-4 sensors are used to determine the wheel speed, in particular two or four sensors are used.

The device can be designed in a particularly advantageous way when the sensors for detecting the wheel speed are connected in signal form with the blocking protection system or as components of the blocking protection system.

The invention is described in more detail with reference to embodiments from the automotive industry.

Figure 1a is a block diagram of a torque transmission system with a load fork.

FIG. 1b is a block diagram of a torque transfer system without a virtual load fork, copied via a second control program.

Figures 2a-2e show acoustic effects (2a) as a function of moment separation coefficient Kme, thermal load (2b) as a function of Kme, tensile force (2c) as a function of Kme, fuel consumption (2d) as a function of Kme, and as a function of Kme. A diagram showing the torque transfer system as a function of the moment separation coefficient Kme representing various physical properties such as load change behavior (2e).

3 is a block diagram of a control process with an adaptation process.

4 is a block diagram of a control process with an adaptation process.

FIG. 5A shows further disturbances, for example through additional assemblies, FIG. 5B shows multiple disturbances, FIG. 5C shows additional failure values, and shows the influence of failure values on the time change of torque.

6 shows an engine moment correction characteristic field as a function of engine moment and speed.

Figure 6a is a diagram showing separation of characteristic fields.

Figure 6b is a diagram showing separation of characteristic fields.

7-9 are block circuit diagrams of a control process with an adaptive process.

10 shows the principle of a motor vehicle having a torque transmission system.

Figure 11a is a longitudinal sectional view through an adjusting member of the torque transmission system.

11b is a cross sectional view of the adjustment member as seen in III.

12A is a longitudinal sectional view through an adjusting member unit of the torque transmission system.

12B is a longitudinal sectional view of the adjusting member unit seen in FIG.

13 is a power line for adjusting member behavior.

14 is a diagram for determining clutch moment.

15 shows a characteristic line field for determining an adjusting member target.

15A-15E are diagrams showing adjustment member targets as a function of time, respectively.

16 is a diagram of a manual gearbox.

17 is a signal line diagram for detecting switching intent.

18 is a signal diagram for forming a comparison signal.

19 is a signal diagram for forming a comparison signal.

20 is a signal diagram for demonstrating detection of switching intent.

21 is a functional diagram of an electro-hydraulic controlled torque transfer system.

22 shows a characteristic line;

Figure 23 is a block diagram.

Figures 24-27 illustrate signal paths as a function of time.

28 shows a characteristic line with a support position adaptation process.

29a shows a gearbox with a torque transmission system arranged on the input shaft.

29b shows a gearbox with a torque transmission system arranged on the output shaft.

Description

1 ... engine 3 ... torque transmission system

3a ... Hydraulic torque converter 3b ... Converter clutch

4 ... coupling block 5 ... control process

6 ... Adaptation Process 7 ... Second Consumption Device

9,11 ... 1st and 2nd adaptive loop 12 ... System condition value

14 ... Input value 15 ... Driving moment

16 ... drive assembly 22 ... adjustment member

31 ... adjusting member 32 ... system characteristic value

33 ... engine moment 34 ... second consumption device

42 ... correction moment 43 ... moment of deviation

45 ... correction signal 48 ... actual clutch moment

49 ... connection point 50 ... deviation

52 ... connection point 55 ... support point

60 ... Input 61 ... Drive assembly

62 ... drive moment 80,81 ... adaptive loop

101 ... Forwarding function 201 ... Car

202 ... Internal combustion engine 203 ... Clutch

204 ... gearbox 205 ... drive shaft

206 ... drive shaft 208 ... output side

209 ... electric motor 213 ... hydraulic pipe

214 ... clutch path center 218 ... gear lever

227 ... conductor plate 229 ... rubber film

230 ... outlet 261 ... filter signal

262 ... Comparison signal 263 ... Intermediate comparison signal

300 ... clutch operating system 301 ... adjusting member

302 ... connection system 303 ... torque transmission system

304 ... electric cylinder 305 ... hydraulic pipe

306 ... manual cylinder 307 ... power assist

451 ... engine speed 452 ... gearbox speed

453,455,456 ... time cycle 500 ... torque

501 ... engine speed 502 ... clutch actual moment

504 ... gearbox speed

505 ... corrected clutch moment 510 ... adjacent engine moment

511 ... Engine speed 512 ... Input speed

517,518 ... point 522 ... real route

523 ... Time Window 524 ... Engine Speed

525 ... gearbox 530 ... specific line

531 ... Auxiliary point 532 ... Adaptive area

533 ... threshold 600 ... drive

601 ... torque transmission system 610 ... dynamic gearbox

1A and 1B are diagrams each showing a part of a drive train of a motor vehicle, the drive moment being transmitted to the torque transmission system 3 by the engine 1 with the mass moment of inertia 2. The torque deliverable by this torque transfer system 3 can be transmitted to a component such as, for example, an input of a gearbox connected in series.

FIG. 1a is a diagram showing a torque transmission system having a load fork, for example, a forage clutch or hydraulic torque converter 3a is arranged in a power flow connected in parallel with the converter connecting clutch 3b, where the control device transmits torque. By controlling the device 3 the continuous torque in at least part of the operating zones is only by the hydraulic torque converter 3a or the fourtin clutch or by the converter coupling clutch 3b or the two torque transmission devices 3a and 3b. Can be delivered in parallel.

In some operating areas, the intended separation of the transferable moment between the associated parallel torque transfer devices 3a, 3b may be desirable and can be performed appropriately, for example the converter connecting clutch 3b and the hydraulic torque converter 3a. The ratio of the relevant moments delivered by) may be adapted to the specific needs of each operating area.

1 is a diagram of a torque transmission system without a load fork. The torque transmission system 3 without a load fork of this kind is a kind of clutch such as, for example, a friction clutch or a rotation regulating clutch or a starting clutch or a safety clutch. Thus, the second control program copies the virtual load fork to appropriately control the torque transfer system.

The block circuit diagrams of the drive trains of FIGS. 1a and 1b with the torque transmission system 3 installed in the power flow in the drive train with or without load forks indicate possible arrangements or design examples of the torque transmission systems.

Furthermore, an associated torque transfer system can be installed in the power stream either before or after each component that determines gearbox transmission. For example, a fork delivery system, such as a clutch, can be installed in the power flow before and after the changer of the conical pulley belt contact continuously variable gearbox.

Gearboxes, such as the infinitely adjustable conical pulley contact gearbox, may also be configured with torque transmission systems installed on the drive and output sides.

Systems such as the hydraulic torque converter 3a with the connecting clutch 3b with the load forks according to FIG. 1a can also be controlled by the control process according to the invention, so that the torque converter 3a and the connecting clutch 3b are provided. Torques that can be transmitted by each of the same parallel connected transmission systems can be properly controlled. In general, the torque transmitted by one of the two torque transmission systems arranged in parallel is controlled so that the torque that is transmittable by the parallelly connected torque transmission system is automatically adjusted.

In the case of torque transmission systems with three or more (N) parallel connected transmission systems, generally the relevant moments of transmission must be controlled by (N-1) transmission systems and the (N-th) The transferable moment is automatically adjusted.

For example, in systems without load forks, such as friction clutches, the system can be simulated with a virtual load fork by control since the transferable torque can be controlled through the control loop under control. The friction clutch 3c is controlled to an ideal value less than 100% of the torque that can be transmitted through this control. The deviation between the controlled abnormal moment value and 100% of the total transferable torque is thus controlled by the control via the slip dependent safety moment 3d. Thus, the friction clutch does not close with a contact pressure larger than necessary depending on the moment transmitted, and as a result of the slipping operation, torsional vibrations such as torque shock and attenuation of the torque peak value can be ensured in the drive train.

In another operating state of the operating area of the torque transmission system, a torque transmission system such as a friction clutch is controlled with a small but appropriately defined excess contact pressure. Thus, in such operating regions, for example at high speeds, it is possible to prevent the increase of slip and thus to reduce the fuel consumption of the internal combustion engine.

At a contact pressure of 110% of the average continuous torque, it is possible for the intended slippage of the clutch to occur with short torque peak values. Thus, attenuation of the peak values is possible with the clutch closed.

At the slight excess contact pressure of the clutch, it is possible for the torque shock with peak values to be attenuated or blocked through a short slip of the clutch.

The variable that characterizes the torque separation between the parallel-mounted torque transmission systems of the torque transmission system 3 is the ratio between the torque that can be transmitted by a clutch or other torque transmission such as a converter coupling clutch and the total torque that can be transmitted by the torque transmission. The moment separation factor (Kme) defined by

Thus, the moment separation coefficient Kme represents the ratio of the transmittable torque of the clutch 3b to the total deliverable torque. When the Kme value is less than 1, this means that the transmittable torque is separated between the paralleled systems 3a, 3b, and that the torque transmitted by the relevant individual systems 3a, 3b is less than the total torque delivered. it means.

When the Kme value is 1, the transmittable torque is transmitted only by one of the parallelly installed systems 3a, 3b, in particular by the clutch 3b. Sliding of the clutch or torque transmission systems may occur with temporary torque peaks having values above the value of the transferable moment. However, in the operating region without torque peaks, the total torque is transmitted by one system 3a, 3b.

When the Kme value is greater than 1, the total generated torque is also transmitted by one system, but the connecting pressure of the clutch, for example, corresponds to the transmittable torque greater than the continuous torque. Thus, it is possible to eliminate large torque irregularities above the threshold and minor torque irregularities are not eliminated.

The advantage of the limited excess contact pressure, in contrast to the fully closed clutch, is that the reaction time of the system is shorter, for example, until the clutch opens. The system does not need to open the clutch from the fully engaged position but only needs to open it from the current adjustment position. However, rather slow actuators can be used at the same time length.

Figures 2a-2e show the behavior of the physical properties of the physical values of the torque transmission system, for example, as a function of the moment separation coefficient Kme of the hydraulic torque converter with the converter connecting clutch. The (+) (-) sign of the vertical coordinate axis indicates a more positive or negative effect of the Kme coefficient on the physical properties shown.

Fig. 2a shows the acoustic properties of the drive train of a motor vehicle, in which the curve of the damper torque transmission system and the path of the damperless torque transmission system are shown as a function of Kme. These two curves remain parallel as a function of Kme. Torque transmission systems with dampers have somewhat improved acoustic characteristics compared to torque transmission systems without dampers. The acoustical property is the best when Kme = 0 as a function of Kme value. As the Kme increases, the acoustic properties decrease monotonically from high Kme values until the acoustic property changes in a constant path independent of Kme. The behavior of acoustic properties according to this moment separation coefficient Kme can be explained by the increased separation of the drive train from the torque irregularities and torque peaks of the drive assembly, resulting in an increase in slip as a function of the reduced Kme value. .

When the slip of the torque transmission system decreases and Kme increases, the torque irregularity of the drive train is transmitted more strongly, and at a constant Kme value it decreases until there is minimal or no attenuation. Thus, constant acoustic behavior results as a function of the higher Kme value.

The Kme value at which a certain acoustic behavior occurs as a function of moment separation factor depends on the characteristics of the associated drive train. In characteristic systems, this value is located at about Kme = 2. With this value the clutch of the torque transmission system is closed so that each torque fluctuation is transmitted.

2b shows the heat load of a hydraulic torque converter with a converter coupling clutch as a function of Kme value. The energy pressure into the system as a result of friction or as a result of the differential velocities of the components can be implied by the thermal load. In particular, for example, energy input into the torque converter or into the oil converter's oil flow can be specially considered. The energy input into the friction surfaces of the converter coupling clutch or friction clutch can also be understood here.

The lower value of the heat load for Kme = 0 rises with the increased Kme value. The heat load of such a system means, in particular, the input of energy as a result of the speed difference. With the increased Kme value, the energy input decreases as a result of the converter's speed difference until the converter connection clutch is closed at Kme = 1 and the speed difference is zero, so that the heat load has the best value. When Kme≥1, the heat load becomes constant and becomes the same as when Kme = 1.

Figure 2c shows the change in the decreasing force as a function of the rising Kme value, at which the conversion area of the torque converter is useful and allows the lower Kme value to achieve another better operating point of the internal combustion engine. This happens because of this change.

2d shows fuel consumption which becomes more desirable when the Kme value rises. For example, it is possible through the reduced slip in the area of the hydraulic torque converter that the fuel consumption is reduced through the clutch which is gradually closed when the Kme value rises.

Figure 2e shows the load change behavior as a function of Kme value. The load change behavior is shown to be best when Kme = 1, that is, when the clutch is closed in such a way that the transferable moment of the clutch exactly matches the adjacent moment.

3 shows a block circuit diagram of the control process. In this diagram, the adjusting member and the control path are shown in the coupling block 4. The control process 5 and the adaptation process 6 are also shown in the extension block.

The control path with the adjusting member or the transfer unit with the adjusting member 31 and the disturbances acting on this system are shown in block 4. The drive assembly 16, such as an internal combustion engine or a motor, for example, has an engine moment Mmot which depends on input values 14 such as injection quantity, load lever, speed of the drive assembly, etc. or system characteristic values 32 such as temperature. , 33). The engine moment Mmot 33 is partially distributed through a second consumption device 34 such as dynamo, climate control, servopump, steering assist pump, and the like. These second consumption devices are considered by subtracting the moment 34a branched from the engine moment to form the net moment as a result in the block 35.

For example, the dynamics of the engine 16 and drive train, such as the result of the mass moment of inertia of the flywheel, are considered in block 37. The dynamics can take into account, in particular, the influence of the moment of inertia of the relevant components and the moment of inertia on the net drive moment. The moment Mdyn 38 corrected in relation to the dynamics of the system is transmitted through the transmission unit with the adjusting member 31, from there as the actual clutch moment to the gearbox or the medium 39 connected to the output side.

The transfer unit 31 with the adjusting member is influenced by values such as temperature, friction value of the friction lining, speed, sliding and the like. In addition, the transfer unit 31, such as the motor 16, is affected through average change, aging or disturbance from influence values that cannot be measured directly. This effect is shown through block 41.

The adaptation process 6 can basically be divided into three areas. On the other hand, the second consumption devices or the second assemblies 7 are considered, and an adaptation method or adaptation procedures related thereto are used for the adaptation of the fault values and the fault effects. These second consumer devices may be climate control, dynamo, operation support pumps, servo pumps and other second consumer devices that cause separation or branching of moments.

For adaptation of the second consumer devices 7 the signals and data 8 of the second consumer devices 7 are used to determine the state of the related second consumer device 7. This state indicates, in particular, whether or not the moment is diverted because the associated second consumer device is actuated or deactivated and how large the diverged moment is at each relevant time position when actuated.

In FIG. 3, it is evident that the system less following the second consumer adaptation differs between the first and second adaptation loops 9,11. The effect of a measurable failure in the first adaptation loop 9 is considered. In the second adaptation loop 11 the system condition values 12 and the effect of the mean change due to indirect measurable fault values or directly measurable deviations are detected.

Correction and compensation of such failure effects are performed in that the variables affecting the failure value are changed and the failure values are copied by the virtual failure values and compensated with the help of these virtual failure values.

In both cases the fixed values are corrected or compensated so that fault effects or fault values are eliminated or reduced to an acceptable amount. The exact cause of the failure cannot be determined conclusively by the virtual failure values that copy the failure values, but the effect of the failure values on the entire system can be affected.

Moreover, FIG. 3 shows a block circuit diagram of moment control and interaction with constant path and adjusting members with an adaptation process. Thus, the moment control described below may be used in systems with or without load forks such as torque transfer systems.

In the adaptation block 7 an adaptation of the second consumption device is performed. For example, the second assemblies, together with the dynamo, the operating pump or the climate control, represent the branching of the moment or load flow by a part of the driving moment Mmot supplied by the engine branched by the associated assembly. For clutch control this means that the clutch control starts from a drive moment Mmot which is not really useful, ie the abnormal clutch moment resulting from the hypothetical higher engine moment, and thus the detected adjustment value is too large. Moreover, the detection of the indicated load fork with the adaptation of the second consumption devices can occur because the corresponding additional signals of the measured values, for example the operation or non-operational switching of the climate compressor, climate control unit and other second consumption devices are evaluated. .

In the second adaptation block 9, a correction of the exchange, which may occur by measurable values such as temperature or speed, may be performed, for example coolant furnace temperature affects the engine moment, and the friction value may change with sliding. have. Moreover, these corrections are displayed with the adaptation process. In such a case, the compensation or correction may be carried out through variable adaptation, for example, a friction value correction in another compensation block 28 or may be carried out via temperature in the transfer block 30 but in theory or empirically. The fault models established by the system can be performed through system adaptation in the form of nonlinear correction of the engine moment over temperature.

In the third adaptation block 11 the disturbances that may occur through unmeasurable system inputs or aging or average changes are corrected or corrected. Disturbance in the form of aging or mean change cannot be detected from directly measurable inputs and must be detected by observing the system response. This means that disturbances cannot be compensated before they occur, but the system's response, such as deviations from expected behavior, must be observed and corrected or compensated.

These deviations can be measured directly by, for example, a moment sensor on the clutch, but can be calculated from other measurements by the process model. For detection, corresponding reference property fields or explicit reference values of the system are needed. In order to compensate for the disturbances detected in this way, it is necessary to find and correct the cause of the disturbances, but a hypothetical cause of failure A or B is assumed, for example, in which the detected deviation is corrected. Similarly, the disturbance may also be due to an actual block such as, for example, the transfer inverse of the transfer unit in the engine block 13 or the transfer block 30.

The cause of the disturbance may be friction if the block does not respond to the disturbance. Thus, the detection of the condition values need not be carried out continuously, in contrast to the adjustment, and can be reduced to a certain operating area. In steps where there is no adaptation process, the adapted variables detected in the previous adaptation step are used.

According to FIG. 3, the drive moment Mmot 15 of the drive assembly 16, for example an internal combustion engine, is formed and calculated in the engine characteristic field 13 from the other inputs 14.

The values used for this purpose compromise with at least two of the following values: drive speed, load lever position or accelerator pedal position of fuel supply, low pressure of the intake system, injection time and consumption. When forming or calculating the driving moment Mmot 15, it is possible to process the detection values (here temperature) obtained from possible real failures.

In the connection block 17, a connection is made which generates a correction of the drive moment as a result of taking into account the second consumption devices in the adaptation block 17. This connection is carried out on the additional path so that the branched moments of the second consumption devices detected in the adaptation block 7 are subtracted from the engine moment Mmot 15. The engine moment thus corrected is next displayed by Mnetto 18.

The engine moment 18 corrected by the branched torques of the second consumption devices becomes an input to the block 19 which is used as a compensation block for the correction or compensation of the failure value. Failure causes for which the failure values can be compared with the actual occurrence of the failure values can be simulated in the compensation block 19 by means of corresponding correction values or correction methods. The virtual fault values are returned to the adaptation block 9 to compensate for deviations or fluctuations in the desired abnormal state occurring in the system, for example as a result of manufacturing tolerances, contamination and the like.

Thus, correction can be performed through additional, multiple, functional or nonlinear properties. It is therefore important that the effects of disturbances be compensated or reduced by an appropriate amount within the range of acceptable boundaries. Thus, for example, additional disturbances in the form of virtual consumer devices may be considered, and may be superimposed on the driving moment if the disturbances have different physical causes.

The dynamics of the process controlled in the dynamic block 20 in the form of taking into account, for example, the mass moment of inertia of the moved engine mass can be controlled later if this is advantageous for the behavior or control of the system. Thus, for example, an improvement in quality of control can be achieved with extreme acceleration or delay. The dynamically corrected drive moment 21 is also denoted as Man in the following.

The abnormal clutch moment Mksoll in the operating point detection block 22 is determined according to the associated operating point. This is calculated from the percentage of the dynamic correction moment Man and the safety moment Msicher described in the safety block 25. The percentage is set via the moment separation coefficient Kme in another property field block 23. The percentage of dynamic correction moment can be changed via another correction block 34.

For systems with actual load forks, as in the case of converters with connecting clutches, the ratio of safety functions can be Msicher = 0 because moments are created through the converter in the event of slippage.

For the whole system without load forks, additional moments are added to the current moment in the case of slippage, thus preventing the formation of too high slip values to be compensated by the safety function Msicher.

The correction proportional coefficient Kme for each operating point is determined in the characteristic field block 23. This coefficient Kme is stored in corresponding characteristic fields or characteristic lines containing one or more of the following values: engine speed, engine moment, drive speed. This Kme coefficient represents the ratio determined by the control between the transferable clutch moment and the movable shaft moment in the case of two systems with load forks in the manner of a converter with a connecting clutch.

For systems without load forks, the direct rate of moment control is determined by the proportional factor Kme. The residual moment is transmitted through the sliding dependent safety moment detected in the safety block 25.

In dynamic correction block 24, another dynamic correction and compensation is performed at a moment percentage detected in advance. Such corrections and corrections can be carried out as a limiting method in the rise of the abnormal moment, which is indicated by the gradient limit in the following.

Slope restriction can be carried out, for example, in the form of a maximum permissible increment per orthogonal step or a predetermined time behavior. In this way, excitation of the drive train is limited to the maximum allowable amount, and smooth load change behavior is achieved.

In the safety block 25, the safety moment Msicher is determined at each operating point. This moment of safety can be calculated according to the sliding speed, for example. In this case the safety moment becomes larger with the rising slip. In systems without a load fork the clutch can be protected. This kind of safety function prevents or reduces the thermal overload of each relevant transmission system. The functional dependence between the safety moment and the slip can be described by means of the corresponding function and can be pre-adjusted via characteristic lines or characteristic fields. Of overlap block (26)

The output value 27, ie the clutch fault moment, can be represented by Mksoll = Kme * Man + Msicher, where the dynamic block 24 is not considered in this formula. Considering the block 24, the abnormal clutch moment

Mksoll = fdyn (Kme * Man) + Msicher, where fdyn (Kme * Man) includes dynamic correction or dynamic consideration of block 24.

The abnormal clutch moment is determined through the values of the safety moment Msicher 25 depending on the moment separation coefficient Kme and the operating point 22. In another compensation block 28, it is possible to correct the clutch abnormal moment Mksoll through the second virtual failure cause B. FIG.

The abnormal clutch moment Mksoll core 29 thus corrected in the transfer block 30 is changed to an adjustment value by the transfer inverse function of the transfer unit of the adjustment member. By this adjustment value, the transmission unit with the adjustment member 31 is controlled and performs a corresponding action.

By means of a transmission unit with an adjusting member 31 it is meant in particular those systems having a load fork such as a converter with a connecting clutch or systems having no load fork in the form of a clutch such as friction clutches. Clutches used in the case of systems without load forks are, for example, wet clutches, dry clutches, magnetic powder clutches, rotary adjustment clutches, safety clutches and the like.

The production of energy necessary to operate the regulating member can be carried out, for example, by electronic motor, hydraulic, electrohydraulic, mechanical, pneumatic or otherwise.

4 shows a block diagram of a control process with an adaptation process, in which the extended control block 5 and the individual adaptation blocks are shown. Block 4 of the control path with the adjusting member in FIG. 3 is also applied in FIG. 4 and can be transmitted from FIG. 3.

Starting from the characteristic pulp block 13, the engine moment 15 further processed together with the correction moment 42 is provided so that the correction moment 42 is removed from the engine moment 15. The deviation moment 43 is also further corrected by the branched moments of the second consumption device 7, each moment of the associated second assembly being removed from the moment 43 corresponding to that state.

The moments are the torques of the second dissipating devices, and thus the processed second assemblies are from the data or signals at the operating point 22 of the individual assemblies or with the operating or changing or non-operating switching signal or the dynamo current voltage signals. It may be determined or calculated from additional signals 44, such as typical operating signals.

Typical operating signals are recorded in the characteristic field or characteristic line, so that detection can be performed in that the associated moment consumption of the second consumer device is determined by reading the characteristic field or characteristic line. A possible detection method is also to store an equation or equation systems, where signal values are substituted as variables to solve the equations or equation systems to determine moment consumption.

The corrected signal 45 may be dynamically corrected through the dynamic block 20. The dynamic block 20 takes into account moments of inertia of the engine parts, ie rotational parts such as flywheels or other parts of the drive train. The operating point 22 is calculated or determined from the condition values 40 of the system. This is possible by determining data from characteristic fields or by solving equations or equation systems in which condition values are substituted as variables.

From the operating point 22 the moment separation coefficient Kme is detected from the characteristic field. The dynamically corrected signal 46 is multiplied with the moment separation coefficient Kme, so that the moment transmitted from the converter coupling clutch of the hydraulic torque converter, for example with the converter coupling clutch, is determined. The signal can again be corrected by the dynamic block 24.

In the example shown in FIG. 4, the dynamic block 24 is made as a slope limit, i.e., a limit of the maximum rise in torque. Thus, a slope limit may occur such that the rise of torque as a function of time in a given time domain is compared with a maximum allowable value, such as the slope, so that the slope signal is used as the actual value when the actual rise above the maximum value of the slope is exceeded.

Another possibility for slope limitation can be achieved through dynamic filters. Since the time behavior of the filter can be chosen differently depending on the operating point, the time constant can be adjusted as a function of the operating point, for example when using a PT1 filter.

The output signal of the block 24, that is, the clutch abnormal moment Mksoll, is transmitted to the transmission unit with the adjusting member as in FIG. This clutch abnormal moment is compared with the actual clutch moment Mkist 48 at connection point 49. This comparison is ensured through an additional process in which the actual clutch moment is removed from the abnormal clutch moment and a deviation ΔM 50 is formed. The deviation moment ΔM is processed into the correction moment 42 which is processed at the connection point 52 together with the engine moment 15 in the next blocks of the block circuit diagram.

The adaptation process in the example of FIG. 4 does not perform calculation of failure values but tracks disturbances to virtual failure values. Correction or compensation of actual failure values by virtual failure values does not require a calculation and therefore does not require correction of the actual cause of the error or errors themselves. In the example of FIG. 4, all errors and disturbances that occur because the engine moment or engine characteristic field are regarded as the cause of virtual failure are indicated as disturbances of the engine moment and compensated or corrected by the engine correction moment Mmot-korr.

The aim of the adaptation is to make the most accurate adjustment of the moment separation coefficient Kme in order to produce the optimum response to disturbances and thus to optimize the physical behavior of the system.

The correction value Mmot-korr can be determined by solving the equations or equation systems or using the correction characteristic field. The correction characteristic field can be made so that the correction value is recorded over two dimensions. When determining the correction characteristic field, it is possible to use the same dimension as which the engine characteristic field such as fuel consumption and engine speed is recorded. However, it is possible to use a value reflecting the dependence of the transfer function of the path, such as turbine speed, as the size of the correction characteristic field.

The design of the calibration characteristic field on engine moment and engine speed can be carried out via three support points, for example. Three support points make it possible to define the plane that determines the correction characteristic field as a function of two dimensions. Four support points are selected, and it is also possible to define the plane in which the four support points determine the correction characteristic field. In this respect block 51 performs the evaluation of the support points as a function of each relevant operating point. The evaluation of these support points can be performed because, as with other operating points, a description of the correction values can be made on the plane of the compensation characteristic field from each operating point. However, this may cause an error, and an evaluation of the support points is introduced because the description in the subregions of the correction characteristic field cannot be transmitted linearly to other subregions.

As a result of this evaluation, the support points are evaluated differently according to the relevant operating point or the area of the operating point, so that the influence of the points in the compensation characteristic field removed from the operating point becomes less or greater importance. The evaluation of the supports is performed by a lock 53 which affects the time behavior of the adaptation process. Block 54 represents a correction characteristic field which determines from the operating point 22 the engine moment correction value 42 processed at connection point 52 with engine moment 15.

5A-5C are diagrams showing the disturbance of the engine moment as a function of time. In FIG. 5A, the abnormal moment is represented by a horizontal line, and the actual moment is represented by a horizontal line having one step. This step can be regarded as an additional element of the engine moment, for example, occurring through further assemblies. Thus, the steps in the actual moment are formed when the additional assembly is switched to another operating area. Depending on the increase or decrease of the branch load, this step can increase or decrease the actual moment. From the height and time behavior of the step, a description of what additional assembly has been converted can be obtained.

FIG. 5B shows the abnormal moment and the actual moment in an operating state different from that of FIG. 5A. The difference between the two curves can be regarded as a failure affecting the increase of the clutch moment. Therefore, correction and compensation of such a failure value should support the incremental characteristic.

Figure 5c also shows anomalous and real moments, where the two moments are separated from each other by an additional part. Correction and compensation of this disturbance can be carried out via an additional part of the clutch moment. The example of FIG. 5B can be explained by the change of the friction value, and the example of FIG. 5C can be explained by the deviation of the adjustment value.

6 shows the correction characteristic field, where the engine correction moment is shown as a function of engine moment and engine speed. In particular, the four corner points of the value area are used as the support points 55. The evaluation of the support points in the lock 51 of FIG. 4 can be performed in that, for example, the close area around the operating point experiences a larger evaluation because the vertical position of the support points changes at a certain operating point. One to four support points experience this change because an evaluation by changing the vertical position of the support points can be designed according to the operating point.

The determination of the four support points 55 forming one plane can also be modified in that six support points 55 are used, as in FIG. 6a, where three support points arranged along one axis are There are always two planes, each with four support points, through six support points, which are required by the two planes.

In another embodiment, nine support points are used to define four planes as in FIG. 6B. Each of the two adjacent support points belonging to one plane is connected by a straight line so that the characteristic field is projected so that the projection of the characteristic field to the defined area where the periphery of the surface in the confined area is formed by four straight lines represents a polygon rather than a rectangle or a square. It is composed. The connecting lines between the two opposite boundary lines of the characteristic field in the plane formed by the characteristic field and the lateral straight line of the confined area axis of the characteristic field are also straight sections.

Another embodiment of the characteristic field of FIG. 6 may create a curved surface generated by a function connection in three-dimensional space like a secondary parabola. The plane characterizing the characteristic field may be a curved surface defined by certain support points or functional connections or by an equation or equation system.

7 shows a block circuit diagram or flow or embodiment diagram of moment control with the adaptation process of the torque transfer system described in more detail below. The torque transmission system can be, for example, a clutch such as a friction clutch, a starting clutch of an automatic gearbox, a transmission device of a conical pulley contactless continuously variable gearbox or a hydraulic torque converter or a rotation control clutch or safety clutch with a converter connecting clutch. . The actuation of the torque transmitting parts can be carried out via an electromechanical, electrohydraulic, or mechanical electromechanical or mechanical or hydraulic or pneumatic adjustment member.

In FIG. 7, the drive moment 62 of the drive assembly 61, in particular an internal combustion engine, is first calculated from several pressure values 60. The values used here include at least two of the speed of the drive assembly, the load lever position of the fuel supply or the accelerator pedal position, the overpressure of the intake system, the injection time and the fuel consumption. The composition assembly is shown at block 61, and the drive moment of the drive assembly is shown at block 62. Block 63 indicates a connection that makes a correction of the drive moment.

This correction is made by correction factors provided from system adaptation 64. This system adaptation 64 can be designed as a program module that performs correction of the average drive moment as a result of the additional inputs 65 determined analytically or numerically by the values of the characteristic line fields. These correction factors can compensate for deviations occurring in the system by compensating for deviations from the desired state through additional, incremental or nonlinear portions.

Block 66 represents the determination or calculation of the moment separation coefficient Kme, which is accurate and generally located between 0-2 for each relevant operating state. However, system conditions may arise that require the use of larger Kme coefficients. This Kme coefficient represents the moment ratio Mktupplung for Mantriebe-korrigiert, which is controlled by control as one of the values previously determined for each operating point by means of a characteristic field from the relevant selection evaluation of the criteria indicated in FIG. Coefficients are recorded in the property fields for each operating state.

However, the Kme coefficient can also be applied as a constant over the entire operating range. The calculation of Kme coefficients can be performed through one equation or equation system, the solution of which determines the Kme coefficients.

The condition values of the medium and the design of possible tension dampers can be considered in the characteristic field of the Kme coefficient or in the analytical equation for determining the Kme coefficient. The design of all possible dampers, for example connecting clutches, is extremely important because, due to the presence of the dampers, the Kme coefficient remains constant over a relatively large portion of the operating area of the internal combustion engine or hydraulic torque converter.

The Kme factor, which remains constant over a large operating area, can be influenced for clutches such as friction clutches or starting clutches.

The ratio of clutch moment and drive moment is determined by the moment separation factor Kme. Therefore, the moment control sliding action is possible. In systems with load forks (eg converters with coupling clutches), the moment ratio delivered by the coupling clutch is determined by the Kme coefficient. In systems without load forks, for example clutch systems, more than 100% of the moment present on the drive side can be transmitted in a stationary operation. In this case the ratio of the coefficients delivered directly through the moment control is determined. The residual moment part is later controlled via a sliding dependent safety moment that duplicates the converter behavior. The calculation of the abnormal clutch moment at block 67 is performed by the associated Kme coefficient and the corrected drive moment of the drive assembly. Another correction of the abnormal clutch moment at block 68 may be performed by additional, doubled, or nonlinear portions resulting from system adaptation 64. Thus, a connection 68 can be provided. Thus, the corrected abnormal clutch moment is obtained. In many cases, it is sufficient that only one of the two connections 63, 64 exists, preferably the connection 63 must be maintained.

The calculation of the adjustment value at block 69 is made from the corrected outlier clutch moment of the transmission inverse function of the path representing the connecting clutch or clutch. Block & 0 represents the transfer function of the adjusting member used to calculate the necessary adjusting value for the adjusting member 31. Thus, the adjustment value acts on the control path 72 acting on the medium 73. The value adjusted by the adjustment member may be input to the control device to increase the quality of control of the control process. Thus, this may be the position of the electric cylinder of the hydraulic system adjusted by the electromagnetic motor of the electrohydraulic adjustment member. This return occurs at blocks 74 and 75. Block 76 represents a calculator unit used to simulate a model of media and torque transmission. Block 77 represents the measurement release of the condition values of the medium being treated as input values elsewhere in block 78.

The dashed line in FIG. 7 shows the transmission area between the central computer unit and the medium. In block 70 the regulator output value formed based on the adjustment value detected in block 69 and the transfer inverse function of the adjustment member may be calculated. The adjusting member can be formed in a particularly advantageous way via an electrohydraulic or electromechanical adjusting member. Advantageously, a proportional valve or pulse width modulating valve can be used.

In block 75, feedback of the adjustment member may occur in the form of adjustment or adaptation. However, this feedback can also be distributed. In block 79 the actual clutch moment can be measured via a torque sensor or an extended measuring strip (DMS). Instead of measuring the actual clutch moments performed at block 79, it is possible to perform calculations of these moments from condition values and media and converter physics. For this purpose values representing the engine characteristic field and converter characteristic field or pulses can be processed in the central processing unit and stored in memory. Furthermore, for this purpose it is possible to store characteristic fields or values indicating the torque transmission capability of the converter coupling clutch.

If the measurement of the actual clutch moment is performed according to the points 79, 76, it is possible to fit the measured actual clutch moment with the actual clutch moment calculated from the model. Thus, the balance can be made as a logical relationship, for example as a maximum-minimum principle or likelihood comparison. In particular, the following comparisons may occur and a correspondence may be made in the system adaptation characterized by block 64 in FIG.

A: Comparison of corrected abnormal clutch moments and actual clutch moments that can be performed in the long term by observing deviations through a co-rotating time window. The comparison between the corrected drive moment and the refilled drive moment can also be performed in the long term by observing the deviation for the co-rotating time window. In addition, evaluation of additional signals such as conversion of additional assemblies such as climate control, compressors, gear changes, etc. can be performed.

B: Detection of the resulting system deviation and the resulting separation into corresponding adaptive loops 80,81 or connections 63,68 below A into additional, doubled, nonlinear portions of Mantrieb and Mkupplung.

Detection or determination of the corresponding portions of Mantrieb and Mkupplung can be performed through three diagrams in FIGS. 5A-5C.

7 is an exemplary diagram of a control process with separate processing steps. In the first processing step, the drive moment of the engine is determined from a plurality of input values. A first correction of this value is performed in preparation for system adaptation. This system adaptation is a program module that performs correction of the average drive moment as a result of additional inputs analytically determined values and characteristic line fields. In another processing step, the corrected driving moment is multiplied by the proportional coefficient Kme between 0-2. This proportional coefficient Kme is recorded in the properties field for the individual operating conditions. In this property field it is also possible to record the condition values of the medium and the design of the possible tension dampers. The ratio of clutch moment and drive moment is determined by the proportional factor Kme. Thus controlled sliding operation is possible.

For systems with load forks (eg converters with connecting clutches), the ratio of moments transmitted through the connecting clutches is determined by this factor. In the case of systems without load forks (eg clutch systems without paralleled converters), no moment less than 100% of the moment present on the drive side in the stationary operation state cannot be transmitted. The coefficient is determined by the rate at which it is transmitted directly through moment control. The residual moment ratio is later controlled via a sliding dependent safety moment similar to the converter behavior.

The obtained abnormal clutch moment is again corrected in the next processing step according to the system adaptation. The corrected abnormal clutch moment is obtained again. Finally, the adjustment value is determined from the abnormal clutch moment corrected by the transfer inverse function of the control path. The value generated at the output of the control unit using the transfer inverse function for the adjusting member is obtained from this adjusting value. This starting value is transmitted to the adjusting member, which acts on the control path and the medium. The value adjusted by the adjusting member can be returned to the control device to improve the quality of the control process. This may be, for example, the position of the electric cylinder adjusted by the electric motor. Furthermore, additional system or media values, such as the clutch path, can be sent to the control. These additional inputs can be passed into the control process through system adaptation.

8 shows a simple model of adaptation limited to further correction of the drive moment. Deviations resulting from the difference between the ideal and actual clutch moments are adapted through virtual failure causes. 8 shows a drive assembly, such as an internal combustion engine, which produces engine moment 62 together with block 71. Block ((0) indicates adaptation by virtual failure sources, their output signals are processed together with engine moment 62 in an additional way in connection block 91. The corrected engine moment is the moment of inertia of the flywheel Dynamically corrected at block 2 by dynamic correction based on.

For example, the moment generated in the torque converter with a connection clutch is separated into two parts by the moment separation coefficient, one part is transmitted by the connection clutch 3b and is transmitted by the moment and the connection clutch transmitted by the continuous moment. The moment of deviation between the moments is transmitted by the torque converter 3a.

9 shows a diagram of a control process for torque transmission systems, with the broken line in the lower half showing the separation between the central processing unit and the medium. The control process of the block circuit diagram shown in FIG. 9 represents a simple adaptive design. Therefore, the control of the connection clutch is carried out electrostatically through the proportional valve or the pulse width modulation valve. The output signal from the control computer or computer output valve

Adjusted current adjusted in proportion to the orthogonal ratio adjacent to the pulse width modulation output of the computer. The clutch moment results from the pressure difference controlled in the above manner between the converter connecting clutch or the two pressure chambers of the connecting clutch. The system adaptation is limited to the adaptation correction of the driving moment where the deviation arises from the difference between the ideal and the actual moment.

In the embodiment of the control process according to FIG. 9, the connection 68 or return of the corrected driving moment Mankorr is excluded, unlike FIG. 7. In FIG. 9, the ideal pressure difference DPsoll is determined as a function of the ideal clutch moment at block 100, i.e., the main value, and can be applied as a variable depending on the corrected drive moment Mankorr and turbine speed N-turbine.

According to block 70 of FIG. 7, the additional functional block 101 is divided into two sub-functional blocks, namely 101a and 101b in FIG. 9. Feedback combining 102a and 102b is assigned to each subfunction block 101a and 101b. The input values 101 = 101a and 101b of the transfer inverse function of the adjusting member are the abnormal pressure differences dPsoll calculated at block 100. The output value is formed as a regulator output value with an associated ortho ratio.

The adjacent adjustment member is separated in block 103 into a hydraulic adjustment member portion that determines the corresponding pressure bias of the converter connecting clutch, as well as an electrical adjustment member portion formed by the final stage and valve winding. The input value of the electrical adjustment member portion is the ortho ratio. This changes to the actual current on the output side. According to this actual current (I-Ist), the hydraulic adjustment member portion adjusts the corresponding pressure bias of the converter connecting clutch. This is done by adjusting the corresponding pressure difference between the chambers of the converter connecting clutch.

Block 101a represents the inverse function of the hydraulic adjustment member portion since the associated abnormal current is calculated from the abnormal pressure. This adjusting member portion has a feedback of the actual pressure measured in the form of pressure adaptation shown through block 102a. This pressure adaptation 102a provides a corrected abnormal current. The second portion 101b of the transmission inverse function 101 of the adjusting member represents the electrical portion for calculating the relative orthogonal ratio from the corrected abnormal current. PID control algorithm is used for this. Thus, the input value Isoll-R for the reverse propagation behavior of the electrical regulating member part is calculated from the control deviation Isoll-korr = -Ilst with the PID regulator (Ilst is calculated according to the valve winding).

The coefficients of the individual blocks selected in FIG. 9 correspond to the coefficients of the individual blocks in FIG. In this way, individual functional blocks of a special electrohydraulic design according to FIG. 9 can be associated with blocks of the general design according to FIG. 7.

The individual markings included in Figure 9 have the following importance:

DPsoll = 110 = ideal pressure differential in the fastening or converter coupling clutch, which is consistent with the difference between the significant pressures in the chambers present on either side of the piston.

DPlst = 111 = actual deviation between the two chambers of the converter coupling clutch.

Pnach = pressure after tightening or converter connecting clutch,

Isoll = 113 = Abnormal current for an electrohydraulic valve.

N = 114 = Speed difference between pump wheel and turbine wheel. Thus, N = N pump wheel-N turbine wheel.

The condition values of the medium 115 indicated in FIG. 9 on the front of the block 76 remain slipped in the connecting clutch or the converter.

As can be seen from FIG. 9, the speed difference DELTA N = N pump wheel-N turbine wheel does not exhibit any adjustment value as in the case of known sliding adjustment. In the moment control according to the invention, this speed difference ΔN is used as the condition value of the controlled path to observe the possible moment deviations which have a corrective effect on the control at the correspondence via the corresponding connections. Observed moment values can be stored in the manner of a time window rotating simultaneously over a period of time to detect the rate of deviations in the clutch and engine. This occurs during the system adaptation process, indicated at 116.

The control according to the invention has the advantage that the adaptation of the high equipment rates of the drive moment can also occur with a fully open fastening or converter connecting clutch and therefore Kme = 0. For this purpose, the nominal drive moment is compared with the converter adjoining moment and carried out at the connection 63 in FIG. 7 or with the processing step 63 in FIGS. By adaptation in anticipation of delayed closing of the connecting clutch, possible deviations in the drive moment are already taken into account in the open state of the connecting clutch. To this end, in system adaptation 116 or 64, the converter adjoining moment is determined, i. E. Preferably the converter characteristic field is recorded or stored in this system adaptation. It is possible to determine the continuous moment by determining the speed difference between the turbine and the pump wheel. This converter moment is compared with the nominal drive moment of the engine or drive assembly. This drive moment can be obtained from the static engine characteristic field recorded in block 61 according to Figs. 7 and 9 as a result of measured condition values such as engine speed, load lever position, fuel consumption, injection amount, injection time, and the like. . The speed difference between the turbine wheel and the pump wheel can be determined at block 76. Moreover, it is possible to determine the converter moment already at block 76, and then the converter characteristic field is recorded at block 76.

10 shows a motor vehicle 201 having an internal combustion engine 202, which acts on the gearbox 204 via a clutch 203 that is self-adjusting to wear. The gearbox 208 is connected to the drive shaft 206 of the vehicle 201 through the drive shaft 205. Deviation occurs between the drive side 207 adjacent to the internal combustion engine 202 and the output side 208 facing the gearbox 204 in the self-adjusting clutch 203 or the clutch that is adjusted to wear. A transmission cylinder 200b connected to the electric cylinder 211 through the hydraulic pipe 209 is attached to the coupling and disengagement system of the clutch 202. Since the coupling and separation system, such as a mechanical separation bearing, can come into contact with the tongues of the leaf springs, the pressure plate of the clutch plate spring presses against the pressure plate in the direction above the engine to press the friction linings between the pressure plate and the flywheel. On the contrary is determined. The hydraulic pipe 209 is connected to the electric motor 212 through the electric cylinder 211, the electric motor 212 and the electric cylinder 211 is coupled to the adjustment member 213 in one housing. The clutch path sensor 214 is installed in the same housing directly adjacent to the electric cylinder 211. One control device not shown in the figure is installed on the conductor plate 227 inside the adjustment member housing. This electronic control device includes power and control electronics and is thus completely installed in the housing of the adjustment member 213.

The control device is connected to a throttle flap sensor 215 mounted directly on the internal combustion engine 202, the motor speed sensor 216 and the pressure sensor 217 installed on the drive shaft 206. Furthermore, the automobile 201 has a gear lever 218 that acts through a changeover rod on the clutch 203. A changeover path sensor 219 is provided above the gear lever 218 and is also signaledly connected to the control device.

The control device provides adjustments that depend on the attached sensor system 214, 215, 216, 217, 219. The control program for this is carried out in a control device such as hardware or software.

The electric motor 212 acts on the self regulating clutch 203 through the hydraulic devices 209, 210 and 211 according to the permission of the control device. The function of this clutch 203 is described in detail in the already published specifications DE-OS 4239291, DE-OS4306505, DE-OS4239289 and DE-OS4322677. The contents of these specifications are referred to as belonging to the scope of the specification of the present invention. The advantage of the self regulating clutch 3 is that the forces required to actuate the clutch are certainly reduced compared to conventional clutches as a result of the wear control structure. Thus, the electronic motor 212 can be low power consumption and power discharge, and the adjustment member 213 can be made more compact. The adjusting member 213 of FIG. 10 is not shown to be of a size comparable to other parts of the automobile 201.

The adjusting member 213 is described in more detail with reference to FIGS. 11a, 11b and 12a, 12b. The electric motor 212, in particular the direct current motor, is operated via the engine shaft 220 on the worm that engages the segment wheel 222. One crank is fixed to the segment wheel 222 is dynamically connected to the piston cylinder 225 and the piston rod of the electric cylinder 211. A sniffing member 250 having a sniffing hole 251 is formed on the electric cylinder 211 to compensate for the thermal effect on the hydraulic fluid.

An electric motor 212, such as an operating motor, exerts a force on the hydraulic electric cylinder 211 having a tensile force through a gear box to which it is self-fastened. This force is transmitted to the clutch 203 through the hydraulic pipe 209. The clutch 203 is engaged or disengaged in a controlled manner by this force.

Since the parallel axes of the electric cylinder 211 and the engine shaft 220 are arranged in different planes, and thus are separated, the space occupied by the adjusting member 213 becomes much smaller.

The servo spring 226 is provided with a concentric shaft of the electric cylinder 211 inside the cylinder piston 225 or inside the electric cylinder housing 211. The servo spring 226 supports the electric motor 212 during the separation process of the clutch. In the engagement process of the clutch, the spring is tensioned to overcome the power action.

The interaction between the electric motor 212 and the spring 226 is described with reference to the diagrams shown in FIG. The power paths each pass over the clutch path. The solid line 237 represents the force applied by the electric motor 212 during the engagement and disengagement of the clutch, the upper line represents the power path during the disengagement process, and the lower line represents the power path during the disengagement process. These power paths indicate that the separation process requires more force than the coupling process. The dashed-dotted line 239 is a spring characteristic line of the servo spring 226. The dashed line 238 represents the interaction of the powers of the spring 226 and the electric motor 212.

All of the power 238 applied by the electric motor 212 is clearly reduced, as can be seen in the movement of the power line in the direction of smaller powers. The characteristic lines of the electric motor or the leaf spring are moved in the negative direction by means of the properly selected servo spring 226, and the maximum detectable amount in the positive direction of the dotted line in the thirteenth is approximately equal. The support action of the servo spring 226 makes it possible to make the electric motor 212 smaller when compared to the size without the support of the servo spring 226. Servospring support in this way assumes that the electric motor is used in the pushing and pulling direction.

In FIG. 12A, a servo spring 226 is installed in the actuator housing, which is sandwiched between two contact bearing regions 227a and 227b. The contact bearing area 227a is biased in the direction of the spring ring 228 connected to the piston rod via spring tension, and the contact bearing area 227b is supported above the area of the actuator housing. In order to protect the gearbox from dirt, a rubber film 229 is disposed on the contact bearing 227a. The housing has a discharge hole 230 to allow discharge in the event of a hydraulic fluid leak.

The operation method of the control process performed in the control device for the moment control of the torque transmission system such as the friction clutch is shown in a simple form in FIG. The control process is stored, for example, as a software program in an 8-bit processor of the control device. For example, the electric motor 212 is controlled through such process control. The drive moment Mmot of the engine 202 is determined by the throttle valve sensor and the engine speed sensor and used as an input value to the control program. The engine speed sensor 216 detects the engine speed N1, the pressure sensor 217 records the speed of the drive shaft 206, and additional input values are transmitted to the control program. The gearbox input speed N2 is calculated by the speed of the drive shaft 206. The deviation between the speeds N1 and N2 is indicated by the sliding speed. The sliding speed is determined analytically in the control program and manages to exceed the sliding threshold. Excess of the sliding boundary value is detected as the sliding state (S). This sliding state S stops until the sliding boundary value falls again.

The clutch moment Mk is calculated by the correction value Mkorr according to the formula Mk = Mmot-Mkorr. The correction value is a moment value that gradually increases with the computer cycle and decreases at the point of time detected as a sliding state S in accordance with the operation of the control program. Through this process, the clutch 203 is constantly operated with respect to the sliding limit (R). The slip limit R is the point at which the engine speed N1 starts to exceed the gear input speed N2. This is exactly the case when the moment generated on the drive side is larger than the clutch moment which can be instantaneously transmitted by the clutch. This process is also performed when the driving moment is not constant.

The characteristic line field shown in FIG. 15 is evaluated before transmitting the adjustment value to the adjustment member, especially in the case of a torque transmission system such as a friction clutch. Possible adjusting member tolerance The range of clutch moments that can be transmitted is thus indicated above the abscissa. This range is divided into subregions 240, one of which is shaded. The display area 240 is a clutch moment that can be transmitted between 100 and 140 Nm. As long as the transferable clutch moment calculated according to the control process is within this subarea, an acceptable value of 140 Nm is given to the adjusting member. The procedure in the other subregions 240 is similar. Through this process, the number of adjustment movements of the adjustment member is reduced. Thus, the adjustment movement from one plateau to the other is determined to be constant. The design of the characteristic field for this adjustment member can be such that the number of blocks or regions 240 depends on the usage. This approach increases overall life expectancy and reduces the energy requirements of the actuator system of the torque transmission system.

15A-15E show the adjustment member targets performed in accordance with the control process for the ideal clutch moment. There is a need for an actuator that automates clutch operation, converting control signals into opening and closing processes or clutch movement signals. Adaptive control of the adjusting behavior of the actuator can be performed such that moment matching is achieved. The use of the moment coincidence allows the regulator to perform the opening and closing process during gear shifting and start-up and to adjust the clutch contact pressure during all driving operations, so that the attainable clutch moment at each time point can be changed from the driving condition or the operating point. The matched or properly required excess contact pressure or lower contact pressure may be performed in comparison with the clutch moment. This results in the governor not having to move from the fully separated position throughout the entire adjustment process to disengage the clutch during gear shifting, which is the result of moment agreement, ideally adjusted to the offset value where the adjuster position is already needed. This is because it is matched to the moment. Thus, the demands on the dynamic behavior of the system, in particular the actuator, can be reduced in connection with the design for the maximum speed of adjustment, since shorter adjustment paths generally need to be overcome.

Dynamic moment coincidence designed in this way allows an actuator with an electric motor to be operated for the entire run time or run time in order to be able to perform pseudo instantaneous adjustments according to the dynamic change of the real moment.

With a control process that ensures moment agreement at each time point, the electric motor must, for example, constantly replicate the change in the deliverable moment. Using the electric motor only when necessary duplicates the clutch moment, which is carried out in several stages.

The control process should ensure that the abnormal clutch moment determined at each time point can be transmitted through the clutch. The replica of the clutch moment results in the slight overpressure in the dispersion band being allowed, which means that the coincident movement can reduce the load on the adjusting member. Curve 241 of FIG. 15 represents the calculated ideal clutch moment, and the function 242 coincides with the ideal clutch moment + dispersion band. The values for the dispersion band 242 are made from a state in which the step height [Delta] M and the adjusted clutch moment cannot exceed the calculated clutch moment and are performed only when the change in the adjusted clutch moment exceeds the threshold value. .

Fig. 15B shows, for example, a method of operation according to the control process, wherein the abnormal clutch moment is adjusted above the threshold 243, and the clutch moments adjusted for the abnormal clutch moment values smaller than the threshold are the same or different when compared with the threshold. Has a value. By determining the spread band and corresponding control, a limited contact overpressure occurs in the operating ranges in which the regulator's action is appropriately reduced and thus the regulator load is also reduced. The process according to Figure 15b is performed at a low ideal clutch moment.

The minimum clutch moment is adjusted, indicating that regulator motion associated with the load on the steering system can be reduced. The minimum flush moment 243 depends on the operating point, for example, gear position change, engine speed, accelerator pedal position or braking signal. Figure 15c shows the dependence of the minimum clutch moment as a function of the operating point, where curve 244 is adapted to the dynamic behavior of the operating point in a stepwise manner, and the replicated clutch moment 241 is adapted accordingly.

The process sequence shown in FIG. 15d derives the minimum clutch moment according to the stepwise matching process in relation to the minimum clutch moment depending on the operating point and the dispersion band of the engagement behavior.

FIG. 15E shows the behavior of the clutch moment, which cannot be displayed in the regions with constant values but is predetermined by the minimum clutch moment 243 which is a function of time, which is adapted via the step function 245, the minimum A pseudo instantaneous replica of the moment for an ideal clutch moment 241 that is greater than the clutch moment is performed without performing the dispersion band related adaptation.

Referring to FIG. 16, a diagram of prior art H shifting is shown. A difference is formed between the individual shiftlanes 250 and the selection path 251 for the selection of the shiftlanes 250. The path that the gear lever 218 travels in the shift lanes 250 is indicated as the shift path 252. In FIG. 16, the direction of action of the shift path 252 and the selection path 251 is indicated by a corresponding arrow. The position of the gear lever 218 can be monitored in particular by two potentiometers, such as linear potentiometers. One potentiometer monitors the shift path 252 and the other potentiometer monitors the selection path 251. In order to carry out the monitoring method which can be configured in the control device, the shift path and the selection path are sensed and evaluated. The monitoring method is described with reference to FIG. Signal paths associated with the sensing method are shown in the diagram for time t in FIG. 17. The coordinate names correspond to all forms of separation within the computer of the measured shift path 252. In detail, the gear lever signal 260 is recorded over time t and is directly proportional to the sensed shift path 252.

The path of the recorded gear lever signal 260 corresponds to a typical gear shift method. The gear lever 218 remains in position until nearly 8.3 seconds of time t. By this time, the gear lever signal 260 has only vibrations that typically occur in driving operation.

The vibrations occur in the torque vibration system itself, and the vibrations are further excited from the outside, for example, through the uneven state of the roadway. 8. After 3 seconds, the gear lever 218 is moved into the shift lane 250, so that the increment value of the gear lever signal 260 increases from almost 200 to 480. The increment is held at a constant value for a period of time. The time required for stopping by the user or passing through the selection path 251 coincides with the predetermined time. Finally, the gear is connected. The increment value of the gear lever signal 260 rises to 580 and is maintained at a constant value for a predetermined time. This coincides with the time for synchronization of the gearbox being combined. The increment value of the gear lever signal 260 then rises to a value corresponding to the newly connected gear.

The gear lever signal 260 is filtered into a digital signal or an analog signal by an adjustable delay time, which follows the gear lever signal 260 and generates a linearized filter signal 261. The filter signal 261 is deflected with a predetermined value and an offset signal depending on the drive torque of the drive unit 202. Therefore, the sum signal is input as the comparison signal 262 in the diagram of FIG.

The shift will is sensed by monitoring the time dependence of the components on the gear lever signal 260 and the comparison signal 262. When the path of the gear lever signal 260 intersects with the signal path of the comparison signal 262, the shift index counter is set to zero and started. In the diagram the intersection point is shown as t 1 . The count value of the speed change counter changes to the high point of the count value depending on the computer cycle. Accurately measured control times are provided, and the detected shift will is confirmed. At this time, the counter can be stopped by the control signal and set to zero again. The control signals may be transmitted by the sensor system. The sensors monitor other influences such as drive torque, added load or another path of motion of the gear lever 218. When a measured value inconsistent with the monitored shift will is detected by the sensor system, a control signal is transmitted to the shift count counter. Through the monitoring method, the torque transmission system is protected from error occurrence. The shift will signal is transmitted to the second operating system only when the shift will counter reaches a predetermined count value without receiving a control signal.

The formation of the comparison signal 262 is described in more detail with reference to FIG. 18.

Gear lever signal 260 and filter signal 261 are shown on another scale. To form the comparison signal 262, the filter signal 261 is increased by an offset signal which depends on a constant value and drive torque. While the vehicle is in operation, due to the typical vibration of the gear lever 218, the shift will not be provided and error separation will not occur and the path of the gear lever signal 260 will not cross the path of the comparison signal 262, so that the constant The value must be selected. This should be applied, for example, when fuel is recovered and the drive torque is zero, and thus the offset signal is zero. The time of removal of the drive torque is shown as t 2 . Accordingly, the comparison signal 262 coincides with the intermediate comparison signal 262 formed by summing the filter signal 261 and the constant value. The constant value is adapted to the elasticity of the gearshift rod during operation and therefore to the potential vibration width, such as the vibration width of the gear lever.

19 shows the path of the gear lever signal 260 during the gear shifting process performed very slowly. When the shift operation is delayed and executed, there is a risk that the gear lever signal does not cross the comparison signal. As a result, the existing shift will not be recognized reliably. Accordingly, the monitoring method includes monitoring the gear lever transformation, that is, the change in the gear lever path as a function of time. In order to confirm the reduction of the threshold value, the change in the gear lever signal 260 is monitored to monitor the path change formed in the time window in a predetermined area outside the area occupied by the inactive gear lever. Regardless of the path of the comparison signal 262, the reduction of the boundary value is recognized as the shift will. In the case shown, the shift operation starts at time t 3 . The monitoring area of the gear lever path extends from the first path S 1 to the second path S 2 . The watchdog time window extends from time t 4 to time t 5 . The path change of time Δt in the area s reduces the stored boundary value, and thus the shift will signal is transmitted to the second operating systems.

The operation method of the speed change counter is described with reference to FIG. The time t 5 is reached for the peak of the gear lever signal 260. The peak intersects the gear lever signal 260 and the comparison signal 262. The shift indicator is started at time t 5 . At the same time, the timer is started as a shift indicator. When the peak of the gear lever signal 260 vibrates backward and the gear lever signal 260 crosses the comparison signal 262 newly, the timer inputs the signal. The timer is stopped and the displayed time is compared with the stored minimum time. In this case, the time measured by the timer is smaller than the storage time. As a result, the control signal is transmitted to the shift counter. Thus, the shift counting counter is stopped and reset to zero. Since the shift will is recognized through the peak of time t 5 and the control signal is detected within the control time limited by the start of the shift will counter, the shift will count is started, but the shift will signal is second. It is not passed to the operating system. In contrast, the shift will actually present at time t 6 is recognized and evaluated by the method. Immediately after time t 6 , the shift will signal is transmitted to the second operating systems.

21 shows a diagram of a clutch actuation system 300 for an automobile. The entire path considered here consists of a system component engine, an adjusting member 301 such as an electric regulator, a connection system 302 and a torque transmission system 303 such as a clutch. The adjusting member 301 is designed a mechanical or hydraulic or pneumatic adjusting member. The connection system installed between the adjusting member 301 and the torque transmission system such as the clutch may be a load linkage or a hydraulic connection device in a broad sense. An embodiment of a hydraulic system is shown in FIG. 21, in which an electric cylinder 304 is connected to the manual cylinder 306 by a hydraulic pipe 305. The power assist device may be installed in the electric cylinder 304 or the manual cylinder 306. The power assist 397 may be designed, for example, as a coil spring or a leaf spring.

The torque transmission system 303, such as a clutch, may be a clutch such as a friction clutch or a self-adjusting clutch or a SAC clutch that automatically adjusts or compensates for wear.

The control process with the path adaptation process of the clutch operating system is based on the fact that the individual system components are checked for possible changes under conditions of successful adaptation. In order to be successful in this adaptation, it is first necessary to explain what problems or consequences will affect the adaptation depending on the individual system components. For this reason, the above mentioned parts will be dealt with simply again, and the cause of the error and problem area will be indicated.

In general, the engine moment is calculated by a characteristic field based on the engine speed and inlet pressure (or throttle valve angle). Similarly, the solution of the same system is used to determine engine torque. Errors in the characteristic field or in the determination of the inlet pressure can lead to deviations in the actual moment. Moreover, second assemblies that consume moments are not known. This creates more inaccuracy when determining the actual moment of the engine. The special properties of engine control (idling regulator, knocking control, tension change, etc.) can also lead to erroneous results when determining engine moments. In related engine control, these special properties can be considered as adaptation measures to ensure that the adaptation determines the engine moment. For example, in the case of electronic systems provided for tension force conversion, the signals can be processed to send signals to the electronic clutch management device for the most accurate determination of the engine moment.

The adjusting member 301 may be designed as an electric regulator. The target of the ideal path, eg the clutch pressure plate, is converted via path control or regulation in this system. For conversion, knowledge of the actual path is absolutely necessary to adjust the system without permanent control deviations. The actual path is measured and thus used for another calculation. From the real path it is also possible to calculate the theoretical real moment (Mkistth) with the theoretical clutch characteristic line. Thus, it is not necessary to use anomaly paths and access the temporal behavior of control through the model).

Another way to obtain additional second values for adaptation is to calculate the theoretical impact force through tension and resistance. By this impact force it is possible to calculate the second theoretical real moment Mktist2. The change in the clutch moment should be reflected when changing the impact force. Otherwise correspondence correction may be performed. Another possibility is to use a general transmission force, where each relevant actual value of the force can be compared with the corresponding value of the actual moment to determine if the coincidence of the coefficients is made in the case of a clutch that is separated or engaged.

If a hydraulic system is used as the linkage between the adjustment member and the clutch, the temperature of the system and the viscosity of the delivery medium play a decisive role. Similarly, the lengths of the pipes and pipe cross sections can be taken into account because in the case of temperature changes and temperature deviations this magnitude can be subject to change and cause inaccuracies. Similarly, the connection pipe between the manual cylinder and the electric cylinder can be shifted to the wrong connection position because it can be easily expanded, such as a change in length or a change in cross sectional area.

The torque transmission system may be a clutch or a self adjusting clutch. There may be a change in contact pressure or a change in friction value. The change in contact pressure is described further below.

One adaptation process can also indicate a change in the friction value with respect to the energy input and a change in the friction radius as the energy input function. An adaptation strategy is provided so that the clutch moment can only be adapted from a certain minimum value (see Figure 22).

Adaptation of the complete adjustment system of the clutch actuator unit (including the engine, the adjustment member, the hydraulic system and the clutch) is provided for the identification of the amount of individual system components. Each system is analyzed to detect possible causes of the error, and the consequences of those causes are evaluated and eliminated or reduced. You can also check which causes and consequences are important and which can be ignored.

The adaptation process can provide additional parts to be considered. By addition, parts that are independent of the absolute value or absolute level of the moment are meant. The additional part can be taken, for example, via the second assemblies (consumers on the front of the clutch). Such a coupling in the engine moment characteristic field can also be compensated for by the additional parts.

Figure 23 shows a block circuit diagram with additional parts taken into account. In block 400 the engine is shown with the adjacent engine moment Man. Block 401 represents further consideration of, for example, a defect in the second assemblies and the engine characteristic field. The correction moment Mkorr introduced is considered in connection 402,

Mankorr = Man-Mtorr

The moment of inertia of the system is considered at block 403. This means, for example, that only the moment of inertia of the parts of the flywheel or drive train is taken into account. Dynamically corrected moments are formed at block 403 to determine clutch 404 adjacent moments. This moment can be corrected or adjusted by the increment. The cause for the increase in demand is, for example, a change friction value as a function of the adjusting lining springs with temperature and changed spring characteristics. If the assumed and actual friction values are different, the error is greater and the required clutch moment is higher. Block 406 represents the vehicle mass in the block circuit diagram of FIG.

The adaptation process can be designed such that the clutch moment (Mksoll-korr) is greatly reduced so that the clutch slides with the consumer device adaptation. The value of Mkorr (assembly correction) is increased until the slip is adjusted, according to the equation Mksoll-korr = Kme * (Man-Mkorr) + Msicher. During this slipping step, the clutch moment can be increased again according to a predetermined and always correctly defined function (eg slippage of Mkorr) until the slip decreases. From this behavior, an evaluation of the wasting device can be made, which can be performed once or several times per sliding cycle.

In an ideal case where the actual clutch characteristics are in line with the hypothetical characteristic line, Mkorr includes the moment part consumed or required by the consumables. As a result of this evaluation or calculation, it is possible to provide details on the friction values when considering errors in the engine moment.

Since no negative consumables appear, negatively adapted consumables can be adapted or switched with too low a friction value. Moreover, the moment consumption of each consumable device is limited, so that each relevant absolute level does not need to be known, so the effect of the boundary value can be interpreted as too high a friction value.

Determination of an upper limit or boundary value can avoid a value that is too large to be selected by technical selection and a friction value change that is detected too late. In addition, it can be avoided that the consuming devices are accounted for as a change in the friction value when the threshold value is too low. It is advantageous that the adaptation process is carried out only in tension-type operation, which must be carried out above the minimum moment.

As in Figure 14, this simple adaptation process can result in the separation into additional and incremental parts of the adaptation model only when the limits are determined. Within the limits it is assumed to be an additional part, and outside the limits it is assumed to be an increase defect due to other causes (eg engine moment).

Figure 24 provides an embodiment, evaluation or appraisal of additions and increments in the sliding stage with various load states. Line 450 represents the time path of the corrected clutch moment. Line 451 provides a time path of engine speed nmot, and line 452 represents a time path of gearbox input speed ngetr. At the start of the observation point shown in this example, the engine speed 41 is approximately equal to the gearbox speed 452. The corrected clutch moment also shows decay time behavior.

A slipping step occurs in the intermission period 453 and the engine speed 451 is directly above the gearbox speed value. After the measurement of the sliding step, the clutch moment 450 increases. In time period 456 engine speed 451 reaches a relative maximum, and an increase in clutch moment causes the engine speed to decrease again.

An increase in engine speed is introduced briefly at the beginning of time period 454. No adaptation is made at this stage, the gearbox speed 452 follows the engine speed 451 with time delay. Time period 455 represents a sliding step corresponding to time period 453. Since the consumer device adaptation can continue to be driven or driven at the slip limit, it is possible to detect a slipping step in which the overall contact pressure changes, i.e. a slipping step in which the abnormal moment on the clutch or the torque transmission system is at a different level, e.g. There is another possibility to evaluate the sliding stage seen.

If the consumer value does not change with different load conditions as in the sliding stages 453 and 455, it can be accepted that the assumed or predetermined or calculated friction value matches the actual friction value of the clutch. In this case the friction value can be corrected. In this embodiment advantageously separation into further and incremental parts can be carried out. When the change of the consumption device occurs during the adaptation time, the separation of the friction value change and consumer change, which can be greatly corrected through the increased frequency of the adaptation process, cannot be performed correctly.

Moreover, adaptation can be carried out in a constant state after load changes that can be combined with other adaptation methods due to long time intervals. The adaptation of the proportionality of the product can be likewise performed in the case of mechanical regions or in case of tip-in and / or at departure. In case of slip, the following applies.

By implantation, we can detect unknown values where μ ist and μ theo are real and theoretical friction values.

This adaptation process is described in more detail in FIG. 25 shows the time actuated clutch actual moment 502 of the following torque 500, engine speed 501, J * dw / dt 503, gearbox speed 504 and corrected clutch optimum moment 505. Indicates.

In the state 506, the engine torque 500 that follows is constant, but when the corrected clutch moment 505 does not change, the change in J * dw / dt 503 should be correlated with the change in the corrected clutch clamping moment. . However, this condition is accomplished in most situations because consumption as a law rarely changes in a short time. If this change is not related, especially if the change in the corrected optimum clutch moment 505 does not cause a change in J * dw / dt 503, then the friction value should be corrected accordingly, and the change in 505 is ( Above the value of 503), the theoretical friction value should be lowered because the actual friction value is smaller than the predicted value. If the inverse occurs, it is therefore necessary to continue.

In this way, the friction value can be calculated or determined directly. Therefore, at a time point such that the engine speed gradient is zero, for example, position 507, the level of the value of the second consumption device can be calculated, since the engine moment is known. Then apply the following:

Because the setting structure is placed between the calculated optimal moment Mksollkorr 505 and the actual moment 502 of the clutch, and the setting action is generally not neglected, modeling the setting structure in order to further increase the characteristics of the adaptation in the dynamic case. Can be performed. In addition to the regulating device of the electric clutch management system operated by the electric motor, the path measurement can be used to calculate the theoretical real moment 502 from the actual path and feature line measured in the transmitter cylinder, for example. This may be used instead of the best moment and may be represented by Mkist 502. Therefore, this includes the mechanical proportions that occur through pathway control. The adaptation process is particularly good for all driving states where slip occurs. It is likewise advantageous that the division of the product into proportional and additional proportions can be performed.

A further possibility for adaptation suggests checking the proportionality of the product by finding the starting speed. This simple possibility of identifying additional and product proportions lies in evaluating the starting process. At the time point when the engine is idle at no-load rotational speed and the operator does not apply any throttle, the moment applied by the engine is used for the calibration and special supply of the second assemblies. Therefore, the estimated engine moment value in such a situation can be estimated as a stop point for the corrected moment value. During the start of the throttle, the engine speed reached is calculated at some point. This engine speed is connected to the adjacent clutch moment formed from the actual engine moment minus the engine moment just before the throttle is applied. From the table, you can compare whether the engine speed belonging to the adjacent engine moment matches the actual engine speed. With the larger deviation, the change is present in the friction value and then the friction value present in the control computer can thus be corrected.

FIG. 26 shows the gearbox input speed 512 as well as the adjacent engine moment 510 and engine speed 511 as a function of time. In front of time point 517 the motor vehicle is in a no-load rotational state where the second assemblies are evaluated as power or torque take-up using the values of area 513. In the region after the predetermined time point 518 after acceleration, the optimum engine speed 514 can be determined from the value of the adjacent engine moment and this no-load rotational engine speed can be compared with the actual value 511 of the engine speed and hence the friction value. Evaluation can be performed on these devices. This process method allows division of the product into proportional and additional proportions, which has no effect if there is a mechanical change in the structural construction. The adaptation according to this process is particularly characterized in that it is possible only at the start and the error of the engine moment signal can affect the adaptation.

Since the entire characteristic line can be identified using the support points, another adaptation process can be provided. This possibility for systems with detectable setpoints, such as glass systems or glass paths, can be advantageously performed if the adaptation, consumer moments and / or assembly losses are approximately known early in the mechanical adaptation. In the case of unknown consumer moments and assembly losses, the calculation of the starting signal can likewise be carried out and the decision can be taken through a numerical process.

To identify the feature line, it is necessary for any path point or auxiliary point within the feature line to compare the clutch feature line with the calculated theoretical clutch moment 520 corresponding to that from the actual path 522. The support points are incrementally corrected when vibrations occur, and the following applies:

FIG. 27 shows a change in the actual path of the setting structure from the actual value 522 in the time window 523. The engine speed 524 and the gearbox 525 are detected. The support point 526 can be used to determine the corresponding calculated clutch moment 520 that can be compared with the actual clutch moment from the knowledge and the actual path of the torque transfer system. FIG. 27 shows these values as a function of time. The auxiliary point 526 can be defined using the detailed position of the setting structure path and each of the auxiliary points can be distributed according to the moving speed of the setting structure.

28 shows the clutch feature line 530 with the auxiliary point 531 where the clutch moment is determined and calculated. Furthermore, an adaptation region 532 is shown which does not need to be fixed to the entire region of the clutch feature line, where the moment region is adapted above the threshold 533 and below the threshold 533 is shown, for example, as shown in FIG. 15A to 15E. It may be advantageous if the minimum value is set. This adaptation can be independent of the principal path recorded for the feature line, where the theoretical feature line is corrected. As a result, the adaptation of the auxiliary point also affects the operating area not placed in the auxiliary point, but extrapolation is necessary in this area since the adapted operating points are not necessarily used at the start.

FIG. 29A schematically shows a torque transfer system 601 connected to a drive train of a motor vehicle with drive 600 and a power flow on the output of the drive. An automatic gearbox 610 is connected to the output side of the torque transmission system, which is generally shown as a cone pulley contact gearbox. The gearbox may also be a continuously variable automatic gearbox, for example a friction wheel gearbox or a friction ring gearbox. The cone pulley contact gearbox consists mainly of a variator consisting of two pairs of cone pulley sets 602a, 602b, 603a and 603b and a contact 604. At least one predetermined translational step 605 is connected to the output side of the variator of the cone pulley contact gearbox and acts on a differential.

FIG. 29B shows the same structural arrangement except for the arrangement of the torque transmission system connected in the power flow to the output side of the gearbox 610, such as a variator. The contact pressure of the contact device is selected so that the sliding of the contact device relative to the cone pulley does not occur. The control system controls the contact pressure of the contact device 604 between the pair of cone pulleys to prevent sliding, which can cause local loss and even destroy the contact device. In addition to changes in adjacent engine moments, adaptive control can be coordinated or pre-adjustable with the transmittable torque and changes in the operating point cannot cause sliding of contact devices such as chains. The contact pressure of the contact device must be generated along with the excess contact pressure, for example to avoid slipping through the temporarily increased adjacent torque when torsional vibrations occur in the drive train. Control of contact pressure with the lowest excess contact pressure is advantageous because excess contact pressure results in frictional losses and therefore lower performance and increased fuel supply. Reduction of excess contact pressure may result in the risk of the contact device slipping.

The subsequent fluctuations in the transmitted torque of the variator described above can be calculated and considered by the control process since the dependence on the operating point can be adapted.

If a car passes from a smooth road to a bumpy road with a rotating tire, unexpected torque shocks can occur on the output side. In this situation, a torque shock occurs on the output that cannot be precomputed. Both time path and amplitude values cannot be calculated.

In order to protect the variator from such a torque stratification according to FIGS. 29a, 29b, the torque transmission system 601, 611 is always smaller than the torque that can be transmitted by the torque transmission system. Controlled.

By means of the controllable torques of the torque transmission systems 601 and 611, the transmittable torque of the variator at each operating point is greater than the transmittable torque of the torque transmission system. Therefore, the torque transmission system can be adaptively controlled at each operating point and forms an overload clutch induced by moment. The contact pressure of the contact device can be reduced through adaptive control of the torque transmission system so that the safety accumulation to prevent slippage of the contact device is reduced. Therefore, the efficiency of the gearbox can be increased without sacrificing the safety associated with the variator.

The torque transmission system can be used as a practical safety clutch and / or a rotation control clutch and / or a connection clutch of the torque converter or as a clutch to adjust the variably.

The arrangement of the torque transmission system on the output side is particularly advantageous because the load shock is perceived earlier from the output side than in the arrangement on the driving side, and with the introduction of the moment the rotating mass of the variator still works.

Furthermore, the arrangement on the output side has the advantage that the variator is rotating and the quick adjustment and / or adjustment can be performed quickly when the differential is stationary and the engine is running.

In addition to the arrangement of the torque transmission system on the output side, it is necessary to take into account the reciprocating motion and losses of the variator when determining and / or calculating subsequent engine moments.

The present invention is not limited to the embodiments shown and described but includes various things that can be formed through the combination of the elements and elements described in connection with the present invention. Moreover, each feature of the operation described in connection with the drawings. And methods can be taken alone to represent an independent invention.

Applicant reserves the right to claim in the following description, especially features revealed in connection with the drawings, as essential to the invention. Therefore, the claims submitted with the present application are the expressions presented without bias for patent protection.

Claims (167)

  1. Torque that can be transmitted through the clutch from the drive shaft to the output side of the torque transmission system is used as a control value, the control value is calculated or determined through open loop control depending on the net drive torque and the torque is transmitted through the clutch Control method of delivery system.
  2. The torque that can be transmitted by the torque transmission system is controlled so that the transferable torque is calculated, adapted and controlled as a function of the net drive torque and the deviations from the target state are compensated in the long term through the correction function. A control method of a torque transmission system comprising a sensor system for controlling torque transmitted to an output side and sensing a measured value, and a central control unit that can be connected to the sensor system, and having a load distribution function by open loop control.
  3. The torque transmission system is connected to the output side of the drive in the power transmission path and before and after the device capable of changing the drive transmission ratio, and has a control unit for exchanging signals with sensors or other electronic units, and the torque that can be transmitted is determined by the net drive torque. Calculated and adaptively controlled as a function, the torque that can be transmitted by the torque transmission system is controlled so that deviations from the target state are compensated in the long term through the correction function, and is transmitted from the drive side to the output side of the torque transmission system by open loop control. A control method of a torque transmission system for controlling the torque that can be.
  4. The clutch according to any one of claims 1 to 3, wherein the clutch torque that can be transmitted is always within a defined tolerance band of the slip limit, and the action of the torque generated on the drive side can be transmitted by the torque transmitting parts. The control value of the torque transmission system, characterized in that the control value is controlled by the adjustment member provided at the input side, the adjustment value depending on the clutch torque that can be transmitted, so that the slip limit is reached when the torque is exceeded.
  5. 3. The system according to claim 2, wherein the torque that can be transmitted by the clutch is controlled as a function of the drive torque that can be transmitted by the torque transmission system, so that the system having a load distribution function is sensed by the following torque equation. Torque equation
    Where Kme = torque separation factor,
    Mksoll = Clutch Target Torque
    Man = Reach Talk
    MHydro = torque delivered by hydraulic torque converter
    Torque deviation between torque Man, which reaches the torque transmission system to the drive and torque Mksll that can be transmitted by the clutch, is transmitted through the hydraulic torque converter, and the minimum slip between the drive and the output of the torque transmission system is torque separation. Control method independently of the coefficient Kme, characterized in that the deviation from the target state is adaptively detected and compensated in the long term.
  6. The torque transmission system of claim 2, wherein the torque that can be transmitted by the torque transmission system is controlled as a function of the driving torque so that, for systems without a load distribution function, the torque that can be transmitted by the friction clutch or the starting clutch is
    Mksoll = Kme * Man
    The control method of the torque transmission system, characterized in that is carried out when the predetermined excess pressure of the torque transmission parts is Kme≥1.
  7. The torque transfer system according to claim 2, wherein the torque that can be transmitted by the torque transmission system is controlled as a function of the drive torque, so that for systems without a load distribution function, the torque that can be transmitted by the torque transmission system
    Mksoll = Kme * Man + Msicher
    Determined by
    When Kme <1, the virtual load distribution function through the support loop duplicates the behavior of the hydraulic torque converter connected in parallel, the ratio of the torque that can be transmitted is controlled by torque control, and the remaining torque is slipped through the safety torque Msicher. The control method of the torque transmission system, characterized in that controlled in dependence.
  8. 8. The method of claim 7, wherein the safety torque Msicher is adjusted according to the operating point.
  9. 8. The torque transmission system as claimed in claim 7, wherein the safety torque Msicher is controlled or measured dependently on the sliding (Δn) or throttle valve position (d) according to Msicher = f (Δn, d). Control method.
  10. A control method for a torque transmission system according to claim 7, wherein the safety torque Msicher is controlled according to Msicher = constant * Δn.
  11. 7. The method of claim 5 or 6, wherein the torque separation coefficient Kme is constant over the entire operating area of the drive train.
  12. 7. A method according to claim 5 or 6, wherein the torque separation coefficient Kme has an individual value that can be detected from each operating point or at least has a constant value in a partial region of the operating area.
  13. 7. The control method of a torque transmission system according to claim 5 or 6, wherein the value of the torque separation coefficient Kme is in a functional relationship depending on the driving speed or the vehicle speed.
  14. 7. A method according to claim 5 or 6, wherein the torque separation coefficient Kme depends only on the speed of the drive.
  15. 7. A method according to claim 5 or 6, wherein the torque separation coefficient Kme depends at least on the speed of the drive and the partial region of the entire operating area of the torque.
  16. 7. A method according to claim 5 or 6, wherein the torque separation coefficient Kme depends on the output speed and torque of the drive device.
  17. The control method of a torque transmission system according to claim 1, wherein a specific target clutch torque is transmitted by the torque transmission system at each time point.
  18. 18. The method of claim 17, wherein the transmittable clutch torque follows the target clutch torque.
  19. 18. The method of claim 17, wherein the transferable clutch torque is determined after considering the slight excess contact pressure [Delta] M in the dispersal band relative to the target clutch torque.
  20. 20. The method of claim 19, wherein the excess contact pressure [Delta] M depends on the operating point.
  21. 20. The method of claim 19, wherein the operating region is divided into subregions, and contact pressure is determined for each subregion.
  22. 21. The method of claim 20, wherein the contact pressure or the transferable clutch torque is variably controlled over time.
  23. 18. The control method of a torque transmission system as claimed in claim 17, wherein the clutch torque which is to be adjusted and the transmittable clutch torque does not decrease below the minimum torque value Mmin.
  24. 24. The method of claim 23, wherein the minimum torque value Mmin depends on the operating point or a partial region or time of the operating region.
  25. The control method of a torque transmission system according to claim 1, wherein the torque is matched by matching a minimum value specified at an operating point and changing with time.
  26. 3. A method according to claim 2, wherein the operating point or operating condition of the torque transmission system or the internal combustion engine is determined from condition values calculated from the measured signals.
  27. 3. A control method for a torque transmission system according to claim 2, wherein for the torque transmission system having an internal combustion engine installed on the drive side, the drive torque of the internal combustion engine is determined from one or more of the condition values at the operating point. .
  28. 6. The method of claim 5, wherein the torque Man * Kme occurring in the torque transmission system on the drive side is changed by the dependencies in consideration of the dynamics of the system, wherein the dynamics of the system are due to mass moments of inertia or free angles or damping elements. The control method of the torque transmission system, characterized in that generated through the behavior.
  29. The method of claim 1, wherein means for limiting or changing the response time of the system to a new input value is provided.
  30. 30. The method of claim 29, wherein the response time of the system to a new input value is varied by limiting the maximum rate of change in order to affect Man * Kme.
  31. 31. The method of claim 30 wherein the limit of maximum rate of change is formed as a limit of allowable increments.
  32. 33. The method of claim 30, wherein the time-varying or time-varying rise of the signal is compared with a maximum allowable gradient or gradient function and if the maximum allowable increment is exceeded, the signal is replaced by a replacement signal that is increased by a previously determined gradient. A control method of a torque transmission system, characterized in that the rate of change is limited.
  33. 29. The control of a torque transfer system according to claim 28, wherein the effect of the response time of the system on the new value is designed according to the principle of the time varying filter and the specific time constants or amplifications are time varying or dependent on the operating point. Way.
  34. 32. The method of claim 31, wherein the response time of the system to the new value is considered or handled by the PT 1 -filter.
  35. 30. The method of claim 29, wherein the response time of the system to the new value is indicated by a maximum limit value.
  36. 30. The method of claim 29, wherein two or more devices that affect the response time of the system to the new value are connected in series.
  37. 30. The method of claim 29, wherein two or more devices that affect the response time of the system to the new value are connected in parallel.
  38. 2. A control method for a torque transmission system according to claim 1, wherein when the drive torque Man is determined, the dynamics of the internal combustion engine and the dynamics of the second consumption device are considered.
  39. 39. The method of claim 38, wherein the associated flywheel mass or mass moment of inertia of the elements is used to take into account the dynamics of the internal combustion engine.
  40. 39. The method of claim 38, wherein the injection behavior of the internal combustion engine is used to take into account the dynamics of the internal combustion engine.
  41. The control method of a torque transmission system according to claim 1, wherein the deviation is compensated from the target state by considering the second consumption device or correcting or compensating for an error or cause of failure.
  42. 42. The method of claim 41, wherein the torque that reaches the torque transfer system at the input side is sensed as the difference between the sum of the torques of one or more consumables in the form of climate control or dynamo or servopump or steering assist pump and engine torque Mmot. Or a control method of a torque transmission system, characterized in that calculated.
  43. 43. The method of claim 42, wherein system condition values are used to determine engine torque value Mmot.
  44. 44. The method of claim 43, wherein the engine torque Mmot is measured from the engine characteristic field by system condition values.
  45. 45. The method of claim 44, wherein system condition values are used to determine engine torque Mmot, wherein engine torque is determined by solving one or more equations or equation systems.
  46. 44. The method of claim 43, wherein the torque consumption of the second power consumption device is measured values such as voltage or current measurement values of the dynamo or conversion codes of the second power consumption device or other signals indicative of an operating state of the first power consumption device. The control method of the torque transmission system, characterized in that determined from.
  47. 47. The method of claim 46, wherein the torque consumption of the second consumer device is determined by values measured from the characteristic fields of the associated second consumer device.
  48. 44. The method of claim 43, wherein the torque consumption of the second power consumption device is determined by solving one or more equations or equation systems.
  49. 7. The corrected transmittable clutch torque can be determined according to the torque equation Mksoll = Kme * (Man-Mkorr) + Msicher, wherein the corrected torque Mkorr is the sum of the torque consumed by the second consumables. A control method of a torque transmission system, characterized in that it is formed from a dependent correction value.
  50. The method of claim 1, wherein the correction is performed by errors that affect the measurable system input values.
  51. 2. The method of claim 1, wherein measurable fault values are detected or identified and partially compensated or corrected through variable or system adaptation.
  52. 2. A method according to claim 1, wherein measurable system input values are used to identify fault values and partially correct or compensate for them through variable adaptation or system adaptation.
  53. The method of claim 1, wherein system input values such as temperature, speed, friction value or sliding are used as values for identifying and correcting the failure value and partially compensating the failure value by variable adaptation or system adaptation. Control method of torque transmission system.
  54. The method of claim 1, wherein the compensation or correction of measurable fault values is performed through adaptation of the engine characteristic field.
  55. 55. The torque according to claim 54, wherein a correction characteristic line field is formed from a comparison between the clutch target torque and the actual torque, and a correction value is determined for the associated operating point by adding a value of engine torque from the engine characteristic field. Control method of delivery system.
  56. 56. The method of claim 55, wherein analysis and measurement are introduced using the deviation measured at the operating point to determine the determined or corrected values at other operating points of the entire operating area.
  57. 56. A control according to claim 55, wherein the analysis or measurement is introduced using the deviation measured at the operating point to calculate or determine the determined or corrected values at other operating points in the restricted operating area. Way.
  58. 59. The method of claim 56, wherein the analysis or measurement for determining or calculating deviation and correction values at further operating points takes into account the entire or limited operating area.
  59. 59. The method of claim 56, wherein the analysis or measurement to calculate deviations or corrections at other operating points detects only the partial regions around the actual operating point.
  60. 59. A method according to claim 56, wherein the analysis or measurement for determining or calculating deviations or corrections at further operating points evaluates different areas of the overall operating area by weight factor. .
  61. 61. The method of claim 60, wherein the weight coefficients are selected or calculated as a function of operating point.
  62. 62. A method according to claim 60 or 61, wherein the weight factors depend on the type of failure values or the cause of the failure.
  63. 55. The method of claim 54, wherein the time behavior is input as a correction value after determining the correction value or after measuring the correction characteristic field.
  64. 64. The method of claim 63, wherein the time behavior is determined through an oscillation frequency of the inspection of the correction values.
  65. 66. The method of claim 63, wherein the time behavior is determined through one or more digital or analog filters.
  66. 64. The method of claim 63, wherein the time behavior varies with various fixed values or various causes of failure.
  67. 66. The method of claim 63, wherein the time behavior is selected in accordance with the correction value.
  68. 55. The method of claim 54, wherein the drive torque is adapted to an adaptation process having time constants greater or less than the time constants of the adaptation process of the clutch torque.
  69. 65. The method of claim 64, wherein the time constants associated with the time behavior are present in the 1-500 second region, in the 10-60 second region or in the 20-40 second region.
  70. 70. The method of claim 69, wherein the time constant depends on the operating point.
  71. 70. The method of claim 69, wherein the time constant is determined differently in the various operating regions.
  72. 51. A method according to claim 50, wherein the compensation or correction of measurable fault values is carried out through adaptation of the transmission inverse function of the transmission unit with the adjustment member.
  73. The method of claim 1, wherein fault values that can be indirectly measured, such as ageing and average change of individual components of the torque transmission system, are measured in that several characteristic values of the torque transmission system are measured and are actually disturbed according to the measurement. A method of controlling a torque transfer system, wherein variables are detected and corrections that can be converted in the form of program modules or actual failure sources are used to correct or compensate for the effects of the failure values.
  74. The method of claim 1, wherein disturbances from unmeasurable influence values, such as mean change or aging of each component, are measured through deviations from the condition levels of the system.
  75. 2. The method of claim 1 wherein the mean change or aging or other unmeasurable influence values are not detected from the measurable inputs and are only recognized by observing the system response.
  76. 75. The method of claim 74, wherein the observation of deviations from system conditions or system response is measured or calculated directly in a fixed model from other measurements.
  77. 77. The method of claim 76, wherein the measurement of the deviation from the calculated process models is performed by reference characteristic fields or reference characteristic values of the system.
  78. 75. The torque of claim 74, wherein in order to correct or compensate for disturbances measured from nonmeasurable inputs, a fault source is identified or a fault source is determined such that deviations from the fault sources are corrected or compensated for. Control method of delivery system.
  79. 75. The method of claim 74, wherein a virtual fault source is determined that does not need to respond to the disturbance in which the measured deviation is corrected to correct or compensate for the perceived disturbance.
  80. 80. The method of claim 78 or 79, wherein the determined failure source is actually a functional block.
  81. 80. The method of claim 78 or 79, wherein the determined failure source is a virtual failure model while maintaining a corrective action.
  82. 75. The control method according to claim 74, wherein a time path of the actual clutch torque is sensed and analyzed next, and an error message or error detection indicative of an error pattern or detection of a failure source or localization of the failure source is generated.
  83. 52. The method of claim 51, wherein adaptive correction of the failure value is performed permanently.
  84. 52. The method of claim 51, wherein adaptive correction of the failure values is performed only at certain operating points or operating regions or time domains.
  85. 52. The method of claim 51, wherein the adaptation process is operated when control is inactive.
  86. 52. The method of claim 51 wherein the adaptation process is not performed in a particular operating area.
  87. 87. The method of claim 86, wherein in the operating region of the inactive adaptation, correction values of the failure values measured in the operating region of the active adaptation measured earlier are used.
  88. 87. The control method according to claim 86, wherein in the operating region of the inactive adaptation, correction values of failure values estimated from correction values from the operating regions of the active adaptation measured previously are used.
  89. 75. The method of claim 74, wherein the virtual failure models or virtual failure sources are adapted to the area of engine torque or to the net engine torque area or to the clutch target torque after the second consumption device is considered. Control method of torque transmission system.
  90. 90. The method of claim 89, wherein the transfer station function of the transfer unit with the adjustment member is used or applied as a virtual failure source.
  91. 90. The method of claim 89, wherein the engine characteristic field is used as a virtual failure source.
  92. 90. The method of claim 89, wherein virtual failure sources are used to form a failure value at which the failure source cannot be localized.
  93. 3. The control value according to claim 2, wherein the clutch torque which can be transmitted from the drive side to the output side of the torque transmission system is used as a control value, and the control value is provided by an adjustment member provided with an adjustment value that is functionally dependent on the transferable clutch torque. The controllable clutch torque is always within a predetermined tolerance band for the slip limit, and the slip limit is reached when the torque generated on the driving side exceeds the clutch torque deliverable by the torque transmitting parts. Control method of torque transmission system.
  94. 94. The control method according to claim 93, wherein one adjustment is given to the adjustment member as an adjustment value corresponding to the clutch torque transferable between the torque transmission parts of the torque transmission system.
  95. 95. The method of claim 93, wherein the adjustment value is determined in accordance with the deliverable clutch torque, and a deviation is formed from the drive torque and the correction value to calculate the deliverable clutch torque, the correction value being one or more of the torque transmission system. A control method of a torque transmission system, characterized in that the increase or decrease according to the condition value.
  96. 95. The method of claim 95, wherein the correction value is determined according to the slip or deviation speed between the drive and output speeds, and as long as the slide speed is below the predetermined slip boundary value, the correction value is increased, and as long as it is above another predetermined slip boundary value. The control method of the torque transmission system, characterized in that the correction value is reduced.
  97. 98. The method of claim 96, wherein as long as the sliding speed is below one sliding boundary value, the correction value gradually increases, and as long as the sliding speed is above another sliding boundary value, the correction value gradually decreases, and the associated stop step is initiated. When the correction value remains constant at the adjusted value and the stop steps of the adjustable connection are between the relevant steps.
  98. 98. The torque transmission system according to claim 96, wherein the time at which the driving speed exceeds the output speed by the limited sliding speed is recognized as the sliding stage and the correction value is adjusted to the limited value when the associated sliding stage ends. Control method.
  99. 99. The apparatus of claim 98, wherein the times at which the driving speed exceeds the output speed by the limited sliding speed are recognized as sliding steps, a correction value having the maximum sliding speed is stored in the intermediate memory, and each associated sliding step ends. The control method of the torque transmission system, characterized in that when the actual correction value is replaced by the stored correction value.
  100. 98. The method of claim 96, wherein, when the associated sliding step ends, the correction value remains constant at the associated value for a time that can be determined.
  101. 95. A control element according to claim 95, wherein a starting value is given to the adjusting member in accordance with a characteristic field or characteristic line which comprises an area of all the clutch torques that can be transmitted and which has at least one subregion. A control method for a torque transmission system, characterized in that one starting value is assigned to all of the clutch torques that can be transmitted.
  102. 96. The method of claim 95, wherein a deviation is formed from a drive torque value and a correction value to calculate a transferable clutch torque, and the deviation is increased by a torque value according to sliding.
  103. 95. The actual torque torque of claim 95 is compared with a comparison torque value comprised of a pre-measured and transmittable clutch torque value and a further determinable limit value such that the rise of the actual clutch torque is limited by the gradient limit, the comparison And accordingly, the associated smaller torque value is given to the adjusting member as a new starting value.
  104. The torque transmission according to claim 1, wherein various condition values are measured from an internal combustion engine installed on a drive shaft of the torque transmission system, and from these condition values, the drive torque of the internal combustion engine is measured by stored characteristic line fields. Control method of the system.
  105. 95. The method of claim 95, wherein all possible load distributions between the driver and the torque transfer system are observed, in part or at least occasionally, and the measurements formed therefrom are used to calculate the drive torque generated on the drive side of the torque transfer system. Control method of torque transmission system.
  106. 98. The torque transmission system according to claim 95, wherein a relevant portion of the drive torque corresponding to the proportional coefficient is used to calculate the transferable clutch torque, wherein the proportional coefficient is determined each time by stored characteristic line fields. Control method.
  107. 3. A control method for a torque transmission system according to claim 2, wherein for the torque transmission systems without a load distribution function, the load distribution function is replicated by the second control program.
  108. 51. The method of claim 50, wherein the measurable fixed values are measured and compensated in part through variable or system adaptation.
  109. 51. The method of claim 50, wherein the various condition values of the torque transmission system are measured, the actual disturbance parameters are measured and corrected according to this measurement, and virtual fault sources that can be operated in the form of program modules are used to determine the effect of the fault values. A method of controlling a torque transmission system, characterized in that fault values, which are used for correction or compensation, can be measured indirectly in a control process.
  110. The method of claim 1, wherein the first engagement of the clutch is possible only after checking the user's authority.
  111. The control method of a torque transmission system according to claim 1, wherein the user display is controlled according to the control state, and a shift command is given to the user.
  112. 2. A method according to claim 1, wherein the stop steps of the vehicle are measured by monitoring important operating values, and when the time limit is exceeded, the drive unit is stopped and restarted if necessary.
  113. The torque transmission as claimed in claim 1, which is recognized as the freewheel stages of the operating stages of the torque transmission system with no or minimal load test, wherein the clutch is closed again when the clutch is opened and the freewheel stage ends in these freewheel stages. Control method of the system.
  114. The method of claim 1, wherein the clutch is completely disengaged when the ABS system responds to support the shutoff prevention system.
  115. 2. A control method for a torque transmission system according to claim 1, wherein the adjusting member is controlled in certain operating regions in accordance with the allowance of the anti-slip control.
  116. There is an internal combustion engine on the drive side, a gearbox on the output side, has a clutch, an adjusting member and a control device, uses clutch torque as a control value by open-loop control and calculates and determines the control value depending on the drive torque. And a torque transmission system for transmitting torque from the driving side to the output side.
  117. 117. The torque transmission system according to claim 116, wherein the torque transmission system is switched back and forth on the output side in the power transmission path of the drive unit and the power transmission path of the speed ratio variable apparatus, and the torque transmission system has a clutch or a connection clutch, and a rotation direction of the torque converter, the starting clutch, or the shaft. A torque transmission system, characterized in that it has a clutch that operates when it is to be reversed or a safety clutch that limits the transmittable torque, and has an adjustment member and a control device.
  118. 116. The torque transfer system of claim 116, wherein the clutch is self adjustable.
  119. 117. The torque transmission system of claim 116, wherein the clutch is automatically adjusted to wear on the friction linings.
  120. 118. The torque transmission system of claim 116, wherein the torque transmission system has a clutch, an adjustment member, and a control device for transmitting torque from the drive side to the output side of the torque transmission system, wherein the clutch is connected with the adjustment member via a hydraulic pipe having a clutch receiving cylinder. And the adjustment member is controlled by the control device.
  121. 118. The torque transmission system of claim 116, wherein the torque transmission system has a clutch, an adjustment member, and a control device for transmitting torque from the drive side in which the internal combustion engine is installed to the output side in which the memory box is installed, and the clutch is adjusted through a hydraulic pipe having a clutch receiving cylinder. Torque transmission system, characterized in that connected to the member, the adjustment member is controlled by the control device.
  122. 118. A torque transmission system according to claim 116, wherein the adjustment member has an electric motor acting through an eccentric on a hydraulic transmission cylinder attached to a hydraulic pipe connected to the clutch, wherein the clutch path sensor is installed in the housing of the adjustment member.
  123. 123. A torque transmission system as claimed in claim 122, wherein an electric motor, an eccentric, an electric cylinder, a clutch path sensor and the necessary control and power electronics are installed in the housing of the adjustment member.
  124. 123. The torque transfer system as recited in claim 123, wherein the axes of the electric motor and the electric cylinder extend parallel to each other.
  125. 124. The torque transfer system of claim 124, wherein the axes of the electric motor and the electric cylinder are adjusted parallel to each other in the other two planes and connected via an eccentric.
  126. 124. The torque transfer system of claim 124, wherein the axes of the electric motor extend parallel to the plane formed by the plates of the control and power electronics.
  127. 123. The torque transfer system as claimed in claim 122, wherein a spring is provided in a housing of the adjustment member concentric with the axis of the electric cylinder.
  128. 123. The torque transfer system as claimed in claim 122, wherein a spring is provided in a housing of the electric cylinder concentric with the axis of the electric cylinder.
  129. 127. A torque transfer system as claimed in claim 127 or 128, adapted to the spring characteristic line of the spring so that the maximum power applied by the electric motor is the same magnitude in the pushing direction to release and engage the clutch. .
  130. 129. The torque transfer system as claimed in claim 127 or 128, wherein a characteristic line of the spring is designed such that the resulting power transfer path of the forces acting on the clutch is linear throughout the disengagement and engagement of the clutch.
  131. 123. The load of claim 122, wherein the electric motor acts on the engine output shaft through the worm wheel of the segment wheel, such that one crank attaches to the segment wheel and is connected to the piston of the electric cylinder via a piston rod to transmit a load to be pushed and pulled. Torque transmission system, characterized in that.
  132. 134. The torque transfer system of claim 131 wherein the worm forms a self-locking gearbox with the segment wheel.
  133. With a clutch and a manually shiftable gearbox, the positions of the gear levers and the drive torque of the drive unit are measured by the sensor unit, and one or more corresponding gear lever signals and one phase comparison signal are recorded, and the gear lever signal and Various characteristics of the paths of the comparison signal are recognized and confirmed as the shift will, and then the shift will signal is provided to the second clutch operating system.
  134. 134. The method of claim 133, wherein the path of the one or more gear lever signals is evaluated to detect the gear, and the evaluation information is used to confirm the speed change will.
  135. 133. A method according to claim 133, wherein the gear lever signal and the comparison signal are evaluated so that intersections of these signal paths are detected and a shift will signal is transmitted to the second clutch operating system.
  136. 134. The method of claim 133, wherein, via the manual gearbox, the selection path is distinguished between shift lanes and shift paths within the shift lanes, wherein the shift path or selection path is measured to determine the associated gear lever position. Monitoring method of torque transmission system.
  137. 134. The sum signal of claim 133, wherein the comparison signal is determined from the gear lever signal, the gear lever signal is filtered, the filtered filter signal is increased or decreased by an offset signal proportional to the associated drive torque, and the sum signal thus obtained. Monitoring method of a torque transmission system, characterized in that is evaluated as a comparison signal.
  138. 133. The speed change counter is adjusted according to a computer cycle when the two signal paths of the gear lever signal and the comparison signal are evaluated and the intersection point is measured, and the speed change counter reaches a predetermined count value. When the shift will signal is transmitted to the second clutch operating system, the counting function of the shift will counter can be stopped by the control signal.
  139. 138. The method of claim 137, wherein the gear lever signal is filtered to form a filter signal with an adjustable delay time.
  140. 138. The method of claim 137, wherein the gear lever signal is processed to form a filter signal having PT1- behavior.
  141. 138. The shift will signal according to claim 133, wherein the gear lever signal is monitored and, during a determinable measurement period, when the change in the shift path is evaluated in the partial region of the gear lever path so that the change threshold of the shift path is reduced. Monitoring method of a torque transmission system, characterized in that it is transmitted to the devices.
  142. 143. The method of claim 141, wherein the measurement period is determined to be greater than a semi-vibration period of the gear lever that is not actuated during driving.
  143. 145. A method according to claim 141 or 142, wherein the limited partial region of the gear lever path lies outside of the gear lever path regions in which the non-operating gear lever is driven.
  144. 143. A method for monitoring a torque transmission system according to claim 141, wherein the measurement period is determined according to the average value formation of the gear lever vibration period.
  145. 144. The method of claim 144, wherein it is determined whether the gear lever is free to vibrate during the driving action or forms a vibration action that is corrected from free vibration by the driver's hand, and an average value formation determining the measurement period is determined by the monitoring action. Monitoring method of a torque transmission system, characterized in that it is carried out depending on the result.
  146. 145. The method according to claim 141, wherein when the direction of movement of the gear lever is detected and the direction of movement of the gear lever is reversed, all of the shift will signals that can be sent or provided to the shift will counter are invalidated. Monitoring method of torque transmission system.
  147. 134. A method according to claim 133, wherein a constant value for forming the comparison signal is selected depending on the vibration amplitude typical of the action of the inactive gear lever of the torque transmission system.
  148. 139. A method for monitoring a torque transmission system according to claim 139, wherein the delay signal at which the filter signal is formed is adapted to the vibration frequency of the gear lever which is not operated during the driving operation.
  149. 133. The method of monitoring a torque transmission system according to claim 133, wherein when a drive load is monitored and exceeds a fixed drive load, a control signal is transmitted to a shift counter.
  150. 137. The method of monitoring a torque transmission system according to claim 137, wherein the start signal is set in dependence on an associated throttle valve angle of the combustion engine used as the drive device.
  151. 133. The method of claim 133, wherein the shift path and the selection path of the gear lever are determined by a potentiometer, respectively.
  152. It is installed inside the power transmission path of the drive unit, is installed in front or rear of the speed ratio change device to which the torque transmission system depends, and a contact device for transmitting torque from the first device to the second device is provided in the speed ratio change device. The first device is connected to the gearbox input shaft, the second device is connected to the gearbox output shaft, and the contact device is frictionally engaged with the first device and the second device by contact pressure or tension. In a control method of an open loop controlled torque transmission system in which the contact pressure or tension of a device is controlled depending on the operating point,
    The torque transmission system is characterized in that the torque transmission system is controlled by an open-loop control that is sized at each operating point so that the contact device of the speed ratio change device does not start the sliding motion and matches the torque that can be transmitted. Control method.
  153. 152. The method of claim 152, wherein the contact pressure or tension of the contact device is determined at all operating points depending on the subsequent engine torque or second consumption device and additional load distribution function, wherein the deliverable torque of the torque transfer system is determined at the operating point. Control of the torque transmission system, which is controlled in dependence and, when the torque fluctuates, before the slip limit of the contact device is reached, the torque that can be transmitted by the torque transmission system can cause the torque transmission system to slip. Way.
  154. 153. The method of claim 153, wherein the slip limit of the torque transfer system at each operating point is controlled to be smaller than the slip limit of the contact device of the speed ratio change device.
  155. 153. The control of a torque transmission system according to claim 153, wherein the torque transmission system having a slip limit depending on the operating point blocks or cushions the torque shock or torque fluctuations on the driving side or the output side and protects the contact device from sliding. Way.
  156. 152. The method of claim 152, wherein a safety margin is considered in addition to the torque generated and generated depending on the operating point of the contact device and the torque is transferable due to control of the torque to the torque transmission system. A control method of a torque transmission system, characterized in that the margin is matched and adapted.
  157. 156. The method of claim 156, wherein the safety margin of contact pressure or tension is kept as low as possible by the slip protection function of the torque transmission system.
  158. 152. The method of claim 152 wherein the torque transfer system slips temporarily when a torque peak occurs.
  159. 152. A device for performing the control method of claim 152, wherein the speed ratio changing device is a continuously variable transmission.
  160. 162. The apparatus of claim 159, wherein the speed ratio changing apparatus is a cone pulley contactless continuously variable transmission.
  161. 162. The apparatus of claim 159, wherein the torque transfer system is a friction clutch, a converter coupling clutch, a clutch or safety clutch that operates when the rotational direction of the shaft is reversed.
  162. 162. The apparatus of claim 161, wherein the clutch is a dry clutch or a wet clutch.
  163. 162. The apparatus of claim 159, wherein an adjusting member for controlling the transferable torque is provided and controlled electrically or mechanically or hydraulically or pneumatically.
  164. 159. The apparatus of claim 159, having at least one sensor for detecting wheel speed and a device for detecting an engaged transmission ratio of the gearbox, wherein the central computer device processes the sensor signal and calculates the gearbox input speed. .
  165. 175. The apparatus of claim 164, wherein the detected wheel speed is averaged and the input speed of the gearbox is determined or calculated from the average signal by the speed ratio of the drive train and the speed ratio of the gearbox.
  166. 167. The apparatus of claim 164, wherein one to four sensors are installed to detect wheel speed.
  167. 175. The apparatus of claim 164, wherein the sensor for detecting wheel speed is in signal connection with or is a component of the anti-blocking system.
KR10-1995-0003478A 1994-02-23 1995-02-23 Apparatus for performing torque transmission system, control method and monitoring method of torque transmission system, and control method of torque transmission system KR100372771B1 (en)

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DEP4405719.9 1994-02-23
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JP (2) JP4068670B2 (en)
KR (2) KR100372771B1 (en)
CN (3) CN1157548C (en)
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